According to Au7o's analysis of 490+ owner reports, the 2013 Audi R8 has 15 documented known issues, with 7 rated critical. The most serious are Magnetic Ride Damper Fluid Leaks ($1,500-$5,000 repair), S-tronic Transmission Actuator Failure ($3,000-$8,000 repair), Magnetic Ride Suspension Damper Leak and Premature Failure ($2,500-$8,000 repair), Rod Bearing Wear and Engine Failure Risk (4.2 V8 FSI) ($2,000-$15,000 repair), R-Tronic Clutch Premature Wear and Expensive Replacement ($4,000-$9,000 repair), R tronic Hydraulic Pump and Pressure Accumulator Failure ($900-$4,000 repair) and Catalytic Converter Failure Requiring Engine-Out Replacement ($3,000-$10,000 repair). The most commonly reported issue is Magnetic Ride Damper Fluid Leaks with 275 owner reports. Across all issues with published estimates, repair costs range from $200 to $15,000. DIY maintenance guides at au7o.io.
Volkswagen Group of America, Inc. (Audi) is recalling certain 2022 R8 Spyder and 2021-2022 R8 Coupe vehicles. The gearbox may have an insufficient amount of transmission oil, which can lead to clutch slippage, and in certain driving situations, a transmission oil leak.
Campaign #22V22500006/04/2022
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According to Au7o's analysis of 490+ owner reports, the 2013 Audi R8 has 15 documented issues. The most frequently reported are: Magnetic Ride Damper Fluid Leaks, S-tronic Transmission Actuator Failure, Magnetic Ride Suspension Damper Leak and Premature Failure. Of these, 7 are rated critical and should be addressed promptly.
Is the Audi R8 reliable?
The 2013 Audi R8 has 15 known issues documented across 490+ owner reports. 7 issues are rated critical: Magnetic Ride Damper Fluid Leaks and S-tronic Transmission Actuator Failure and Magnetic Ride Suspension Damper Leak and Premature Failure and Rod Bearing Wear and Engine Failure Risk (4.2 V8 FSI) and R-Tronic Clutch Premature Wear and Expensive Replacement and R tronic Hydraulic Pump and Pressure Accumulator Failure and Catalytic Converter Failure Requiring Engine-Out Replacement. Prospective buyers should inspect for these issues and factor potential repair costs into their purchase decision. Regular maintenance following the manufacturer's schedule helps prevent many common problems.
How much does it cost to fix common Audi R8 problems?
Repair costs for known Audi R8 issues range from $200 to $15,000, depending on the specific problem and whether you choose DIY or professional repair. The most critical issue, Magnetic Ride Damper Fluid Leaks, typically costs $1,500-$5,000 to repair. Au7o provides step-by-step DIY maintenance guides that can help reduce repair costs.
What is the 2008-2024 Audi R8 Magnetic Ride Damper Fluid Leaks?
The R8 magnetic ride dampers are subjected to high cornering loads and track use. Shaft seal leaks cause magnetorheological fluid loss, eliminating adaptive damping. The mid-engine layout concentrates rear damper stress. Repairs typically run $1,500-$5,000. Severity: high.
What is the 2008-2024 Audi R8 S-tronic Transmission Actuator Failure?
The R8 S-tronic dual-clutch transmission uses hydraulic actuators for gear selection and clutch engagement. Actuator failures cause gear selection errors, failed shifts, and transmission lockouts. Repairs typically run $3,000-$8,000. Severity: high.
Content on this page was compiled with AI assistance using NHTSA complaints, TSBs, owner reports, and public automotive data. While we strive for accuracy, this information may contain errors. Always verify repair procedures and specifications with your vehicle's service manual or a qualified mechanic.
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When Issues Typically Appear
Magnetic Ride Suspension Damper Leak and Premature Failure
30K-50K
R-Tronic Clutch Premature Wear and Expensive Replacement
40K-60K
Carbon Buildup on Intake Valves (4.2 V8 FSI and 5.2 V10 FSI)
60K-100K
025K50K75K100K mi
Community reported
215 owners
On the 2008-2024 Audi R8, the R8 S-tronic dual-clutch transmission uses hydraulic actuators for gear selection and clutch engagement. Actuator failures cause gear selection errors, failed shifts, and transmission lockouts.
High Confidence215 reportsLast reported by owners Mar 2026Reviewed Mar 2026
On the 2008-2015 Audi R8, the Audi R8 Gen 1 (2008-2015) equipped with the R-Tronic automated manual transmission experiences premature clutch wear due to the transmission's automated clutch engagement. The R-Tronic works by slowly slipping the clutch with each application of throttle to achieve smooth engagement, which wears the clutch faster than a manual transmission with a skilled driver. Clutch life varies dramatically by driving style: aggressive or track-focused drivers may need replacement before 10,000 miles, while conservative drivers may reach 40,000-60,000 miles. Clutch replacement on the R8 is extremely expensive ($5,500-$9,000) due to the mid-engine layout requiring significant disassembly. RepairPal estimates $8,042-$9,041 for the repair. R8Talk.com forums have extensive discussion about clutch lifespan monitoring via the car's onboard diagnostics (new clutch reads 8000, end of life reads 3000 on the clutch wear gauge).
Common Symptoms
Clutch slip during hard acceleration (RPM rises without matching speed)
Shuddering during low-speed engagement
Difficulty engaging reverse on inclines
R-Tronic shifts become jerky or delayed
Burning smell during stop-and-go traffic
Clutch wear indicator approaching 3000 on OBD scan
Vehicle hesitates from standstill
How to Fix
CLUTCH REPLACEMENT: Replace clutch disc, pressure plate, throwout bearing, and resurface/replace flywheel ($5,500-$9,000 at dealer, $4,000-$6,000 at independent specialist). The mid-engine layout requires dropping the transmission—8-12 hours of labor. DRIVING TECHNIQUE: Minimize R-Tronic slip by avoiding creeping in traffic (use brake hold instead). Use manual mode in stop-and-go traffic. Avoid reverse on steep inclines. For TRACK USE: Budget for clutch replacement every 10,000-20,000 miles—R-Tronic track driving is hard on clutches. ALTERNATIVE: S-Tronic (Gen 2 R8) wet dual-clutch is significantly more durable for daily driving.
On the 2008-2015 Audi R8, the first-generation R8's optional R tronic single-clutch automated-manual gearbox relies on an electro-hydraulic system (shared with the Lamborghini Gallardo e-gear) to build and hold the pressure that operates the clutch and gear actuators. As miles accumulate, the nitrogen pressure accumulator loses its charge and/or internal seals leak, which forces the electric hydraulic pump to cycle far more often to maintain pressure. The overworked pump then overheats, blows its 30A fuse, or fails outright, and a relay can weld. This is a distinct failure of the hydraulic PRESSURE SOURCE, separate from clutch-friction wear or the later S tronic mechatronic actuator. When pressure is lost the car can become stuck in neutral and undriveable, sometimes with little warning. An Audi TSB for the R8 R-tronic addresses this failure mode, citing three root causes: an external hydraulic fluid leak, an internal leak with fluid loss, and an internal leak without fluid loss from damaged O-rings on the gear-selection solenoid valves.
Hydraulic pump audibly runs for more than ~10 seconds (e.g. when a door is opened) or cycles constantly
Car stuck in neutral or will not select a gear
Intermittent or harsh shifting before total failure
Blown 30A pump fuse
How to Fix
Diagnose with a scan tool: a failing accumulator/pump typically stores P17BF (hydraulic pump play protection) and/or P0944 (loss of hydraulic pressure). Standard repair order is to renew the relatively inexpensive pressure accumulator first; if pressure loss persists, replace the hydraulic pump (and its relay/fuse), and only then suspect the hydraulic clutch/gear actuator or the solenoid-valve O-rings. Fresh, correct-spec hydraulic fluid and a proper bleed with a diagnostic tool are required. Owners are advised not to drive the car (except directly to a shop) once the pump is heard running continuously or shifting becomes intermittent.
On the 2008-2024 Audi R8, the R8 magnetic ride dampers are subjected to high cornering loads and track use. Shaft seal leaks cause magnetorheological fluid loss, eliminating adaptive damping. The mid-engine layout concentrates rear damper stress.
Common Symptoms
Visible fluid on damper body
Clunking over bumps
Loss of damping control
Suspension warning light
Excessive body movement
Inconsistent handling feel
How to Fix
Replace magnetic ride dampers. OEM replacements are very expensive. KW or Bilstein aftermarket coilovers are popular track-oriented alternatives.
High Confidence275 reportsLast reported by owners Mar 2026Reviewed Mar 2026
On the 2008-2015 Audi R8, the Audi R8 (2008-2015, Gen 1) equipped with the optional Magnetic Ride suspension experiences premature damper leaks and failures. The magnetic ride dampers use magnetorheological fluid (containing metallic particles) that is inherently abrasive to the damper's internal seals. Over time, the metallic particles wear through seals, causing fluid leaks and loss of damping control. Some owners report failures as early as 20,000 miles. Replacement OEM magnetic ride shocks cost approximately $1,800 each, with dealer quotes of $5,100-$8,000+ for a full set. R8Talk.com forums document this as one of the most expensive recurring maintenance items on the Gen 1 R8. Many owners convert to passive suspension (R8 Plus shocks or aftermarket coilovers) rather than replacing magnetic ride dampers repeatedly.
Common Symptoms
Visible oil leak from shock absorber body
Harsh or bouncy ride quality
Clunking sounds from suspension
Magnetic ride fault warning on dashboard
Vehicle handles unpredictably over bumps
One corner feels softer or harder than others
Suspension feels undamped (excessive body roll)
How to Fix
OEM REPLACEMENT: Replace leaking magnetic ride shocks ($1,800 each, $5,100-$8,000+ for full set installed). OEM replacements use the same technology and will eventually fail again. REFURBISHED OPTION: Refurbished magnetic ride dampers from specialty rebuilders (approximately $1,000-$1,400 each). PASSIVE CONVERSION: Convert to R8 Plus passive shocks ($3,000-$4,000 for set—less than 2 OEM magnetic ride shocks) or aftermarket coilovers ($2,500-$5,000 for quality kit like KW, JRZ, or Ohlins). Passive conversion eliminates the failure mode permanently but removes adaptive ride control. PREVENTION: Limited—magnetic fluid degradation is inherent to the technology. Budget for replacement every 30,000-50,000 miles if keeping magnetic ride.
On the 2008-2015 Audi R8 4.2 FSI, the Audi R8 V8 (2008-2015) with the 4.2L FSI V8 has reported cases of connecting rod bearing failure, leading to catastrophic engine destruction. The high-revving V8 (redline at 8,250 RPM) puts significant stress on rod bearings, particularly on vehicles driven hard on track or with extended high-RPM use. The 4.2L FSI uses cracked connecting rods made of 36MnVS4 steel with tight tolerances, making the engine sensitive to oil quality and bearing wear. Rod knock (a distinctive deep knocking sound that increases with RPM) is the primary warning sign. If caught early, rod bearing replacement costs $2,000-$5,000. If the bearing fails catastrophically, connecting rod can punch through the engine block, requiring a complete engine replacement ($13,000+ for exchange engine from Audi, $8,000-$15,000 from rebuilders). R8Talk.com and AMTuned document engine rebuild programs specifically for this issue.
Common Symptoms
Deep knocking or tapping noise from engine that increases with RPM
Knocking noise worse when engine is warm
Metal shavings or debris in oil (visible on oil filter cut-open)
Low oil pressure warning light
Check engine light with misfire codes
Sudden catastrophic engine noise (rod failure)
How to Fix
EARLY DETECTION (knocking noise only): Rod bearing replacement ($2,000-$5,000). Must be caught EARLY before bearing material migrates through oil system. Cut open every oil filter at oil change to inspect for metallic debris. CATASTROPHIC FAILURE: Engine replacement ($13,000+ Audi exchange, $8,000-$15,000 rebuilt from AMTuned or specialist rebuilder). ARP 2000 reinforced connecting rod bolts are available as a preventive upgrade during any engine-out service. PREVENTION: Use ONLY premium 5W-40 synthetic oil. Change oil every 5,000 miles maximum. NEVER exceed oil change intervals—the high-revving V8 is extremely sensitive to oil condition. For track use, change oil after every 2-3 track days.
On the 2009-2023 Audi R8 5.2L V10 FSI, on the 5.2L V10 FSI engine (shared with the Lamborghini Gallardo/Huracan and Audi RS6/RS7), the seal for the oil-pump driveshaft where it enters the timing case is a very common oil-leak point as mileage climbs. This is a mechanical seal/gasket leak at the front timing case, distinct from the well-known V10 oil-CONSUMPTION (burning) issue. Left unaddressed the leak drips oil onto the underbody and can contaminate nearby components; because the pump sits behind the timing case, the repair is labor-intensive and opens both the oil and coolant systems, so owners often bundle it with other timing-case service. The frequency of this failure is evidenced by multiple dedicated aftermarket reseal kits sold specifically for the R8/Gallardo/Huracan V10, and by the fact that Audi/Lamborghini do not sell the internal oil-pump seals individually, instead directing owners to replace the entire pump unit at over $4,000.
Common Symptoms
Oil drips/puddles under the front of the engine/timing-case area
Oil smell or light smoke from oil hitting hot components
Gradually dropping oil level not explained by consumption
Oil film/residue around the timing case and oil-pump area
How to Fix
Confirm the source (timing-case oil-pump driveshaft seal, not valve covers or oil cooler). Repair involves removing the oil pump and renewing the oil-pump drive-shaft seal and associated O-rings/gaskets; a full reseal kit (e.g. RKX/Steso) is commonly used. It is mostly a labor and gasket/seal job rather than replacing the pump, though the pump can be replaced if worn. Fresh oil and coolant and a proper fill/bleed are required because both systems are opened.
On the 2008-2015 Audi R8, the Audi R8 Gen 1 (2008-2015) with both the 4.2L V8 FSI and 5.2L V10 FSI engines develops carbon buildup on intake valves due to direct fuel injection. While the R8's higher RPM driving patterns help slow carbon accumulation compared to commuter cars, deposits still build over 60,000-100,000 miles. The V10 has 10 cylinders' worth of intake valves to clean, making walnut blasting significantly more expensive ($1,500+) than typical 4-cylinder applications. R8Talk.com forums report relatively few check engine lights directly attributable to carbon buildup, suggesting the R8's high-RPM nature partially self-cleans. However, power loss and rough idle can still occur. Carbon cleaning is recommended as preventive maintenance to maintain the engine's full performance potential.
Poor fuel economy (below expectations for engine size)
Hesitation during aggressive acceleration
How to Fix
WALNUT BLASTING: Remove intake manifolds and blast all intake ports with walnut shells. V8 (4.2L): $800-$1,200. V10 (5.2L): $1,200-$2,000 due to 10 cylinders. Perform a leak-down test BEFORE walnut blasting to ensure intake valves seat properly. Repeat every 50,000-70,000 miles. CHEMICAL CLEANING: Less effective than walnut blasting but some owners use intake valve cleaners (BG Products, CRC) as interim maintenance. DRIVING HABITS: Regular high-RPM driving (the R8's natural habitat) helps slow carbon accumulation. PREVENTION: Use quality fuel (91+ octane) and change oil every 5,000 miles.
On the 2008-2023 Audi R8, the coil-on-plug ignition coils on both the 4.2 V8 and 5.2 V10 are a recurring weak point, often failing between 50,000 and 80,000 miles. A failing coil produces a weak or inconsistent spark, triggering cylinder misfires, rough idle, hesitation and a check-engine light. Owners frequently report that oil weeping from valve-cover gaskets or spark-plug tube seals collects in the plug wells and accelerates coil breakdown by overheating and shorting the coil. Because the V8 has 8 coils and the V10 has 10, chasing one bad coil at a time is common but shops recommend replacing them as a set.
Diagnose the misfiring cylinder(s) via the stored misfire counters, then replace the failed coil(s) along with spark plugs; most specialists replace the full set of 8 (V8) or 10 (V10) plus plugs to avoid repeat visits. The canonical 4.2 V8 coil is the revision-'T' red coil, Audi/VW PN 077905115T (superseded family, aftermarket cross-reference 06E905115E). The Gen-2 5.2 V10 uses Audi PN 07L905115B. Address any valve-cover or plug-tube oil leak at the same time so new coils are not contaminated.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 2009-2023 Audi R8 5.2L V10 FSI, the 5.2 V10 FSI is known for meaningful oil consumption; Audi's official acceptable figure is up to roughly 1 liter per 1,000 km. Many owners see about 1 quart per 1,000 miles, though it tends to decrease as the engine breaks in. Consumption that exceeds the norm, or is accompanied by blue/white exhaust smoke, points to worn piston rings or valve seals and warrants investigation rather than just topping up.
Common Symptoms
Frequent oil top-ups between services
Low-oil warning
Blue or white smoke from the exhaust
Oil-fouled spark plugs
Burning-oil smell
How to Fix
Establish a documented consumption baseline (measured quarts over measured miles) and inspect the plugs/exhaust for oil fouling. Use a manufacturer-approved oil of the correct viscosity (owners report fewer issues with a quality 502/505-approved synthetic); some go to a heavier grade only with caution. Truly excessive consumption with smoke requires teardown for rings/valve seals, an engine-out job. Keep the oil topped between changes to protect the engine.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 2008-2023 Audi R8, the R8 runs four catalytic converters, with two primary cats integrated into the exhaust manifolds. Internal cat breakdown is a recurring failure that throws catalyst-efficiency codes and fails emissions testing. Because the primary cats are part of the manifold assembly deep in the engine bay, replacing them typically requires pulling the engine, making this one of the most expensive non-engine repairs on the car. Some owners also report cracked manifolds on certain 2010-2012 V10s.
Common Symptoms
Catalyst-efficiency check-engine light
Failed emissions/smog test
Loss of power or sulfur/rotten-egg smell
Rattle from the exhaust (broken substrate)
Elevated exhaust temperatures
How to Fix
Confirm the failed bank with O2/catalyst-efficiency data and a back-pressure check before condemning. OEM repair means replacing the catalytic-converter-with-integrated-manifold assembly (engine-out labor); many owners opt for high-flow aftermarket or de-catted manifolds where legal. Verify no upstream misfire/oil-consumption issue is destroying the new cats.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 2008-2015 Audi R8, gen-1 R8s are prone to coolant loss from a cracking/leaking plastic coolant expansion (overflow) tank, along with hose-connection and radiator leaks. One 2010 V10 owner had the expansion tank replaced at 18,000 miles, with the dealer stating Audi had revised the tank to an improved design to address a known issue. Left unaddressed, chronic coolant loss risks overheating on a mid-engine car where cooling capacity is already stressed at idle.
Pressure-test the cooling system to pinpoint the leak. Replace the cracked expansion/overflow tank with the updated design and renew brittle hose clamps/connections; inspect the radiator and cap. Refill with the correct Audi G13/G12 coolant specification and bleed the system fully. Address any weeping hose fittings at the same time.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 2011-2023 Audi R8, r8 Spyder soft-tops rely on a hydraulic pump, cylinders and position sensors to raise and lower the roof. A common failure is the top not moving at all while the relays click but the pump motor does not run, or the roof stalling partway (a frequent complaint is stopping at roughly 90% closed or 20% open). Root causes include a failed hydraulic pump, a fluid leak in the lines/cylinders, or a faulty roof-position/latch sensor feeding bad data. Repairs are labor-intensive because the mechanism is buried behind the roof cartridge.
Common Symptoms
Top will not move, relays click but pump silent
Roof stops partway up or down
Slow or noisy top operation
Hydraulic fluid leaks near the roof compartment
Roof-error message on the dash
How to Fix
Scan for the specific fault (pump vs. sensor vs. latch) before parting; a mis-reading position sensor can mimic a dead pump. Replace the hydraulic pump/motor assembly (Audi R8 Spyder convertible-top hydraulic pump PN 427871791 for 2010-2016 cars) and top up/refill the correct hydraulic fluid, or replace the failed cylinder/sensor. Leaking lines and worn seals should be renewed together. Independent hydraulic rebuild services exist as a lower-cost alternative to a full dealer pump.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 2008-2023 Audi R8, the FSI direct-injection injectors shared across the VAG family (Audi/VW/Porsche) are a documented R8 failure point. Injectors can stick open or closed; a stuck-open injector dumps raw fuel into the cylinder and can wash down the bore, while a stuck-closed injector starves the cylinder. One well-known r8talk case had 6 of 8 injectors fail on a 2008 V8 at only 14,000 miles. Symptoms overlap with coil failure (misfires), so proper diagnosis is important, and carbon buildup on the injector tips is a contributing factor.
Persistent cylinder misfire after coil replacement
Rough running and reduced power
Hard starting or stalling after start
Fuel smell or fuel-trim faults
Check-engine light
How to Fix
Confirm the failing cylinder with misfire and fuel-trim data and, where possible, injector-specific fault codes rather than replacing coils blindly. Replace the failed injector(s) with OEM FSI units; many owners replace as a bank or full set given shared age and mileage, and clean or address intake-valve carbon at the same service. Expect roughly $2,900 for a multi-injector job including labor per owner reports.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 2008-2015 Audi R8, owners of R8s with the carbon-fiber sideblades (and other exposed carbon trim) report the factory clear coat clouding, hairline-cracking and peeling, especially around edges and mounting points. The consensus cause is thin/insufficient UV protection on the factory finish; matte carbon pieces in particular were reportedly not given a robust UV clear coat, so the lacquer degrades after prolonged sun exposure. It is cosmetic but hurts resale on an expensive halo car.
Common Symptoms
Cloudy or milky carbon-fiber finish
Clear coat cracking at panel edges
Flaking or peeling lacquer
Dull, faded matte carbon trim
How to Fix
Refinish the affected panel: carefully sand back the failed lacquer without cutting into the carbon weave, then re-clear with a UV-stabilized automotive clear coat (best done by a shop experienced with carbon). To prevent recurrence, protect the finish with paint-protection film (clear wrap) or a ceramic coating, which also guards against stone chips.
What is the 2008-2015 Audi R8 Magnetic Ride Suspension Damper Leak and Premature Failure?
The Audi R8 (2008-2015, Gen 1) equipped with the optional Magnetic Ride suspension experiences premature damper leaks and failures. The magnetic ride dampers use magnetorheological fluid (containing metallic particles) that is inherently abrasive to the damper's internal seals. O… Repairs typically run $2,500-$8,000. Severity: high.
What is the 2008-2015 Audi R8 Rod Bearing Wear and Engine Failure Risk (4.2 V8 FSI)?
The Audi R8 V8 (2008-2015) with the 4.2L FSI V8 has reported cases of connecting rod bearing failure, leading to catastrophic engine destruction. The high-revving V8 (redline at 8,250 RPM) puts significant stress on rod bearings, particularly on vehicles driven hard on track or w… Repairs typically run $2,000-$15,000. Severity: high.
What is the 2008-2015 Audi R8 R-Tronic Clutch Premature Wear and Expensive Replacement?
The Audi R8 Gen 1 (2008-2015) equipped with the R-Tronic automated manual transmission experiences premature clutch wear due to the transmission's automated clutch engagement. The R-Tronic works by slowly slipping the clutch with each application of throttle to achieve smooth eng… Repairs typically run $4,000-$9,000. Severity: high.
What is the 2008-2015 Audi R8 R tronic Hydraulic Pump and Pressure Accumulator Failure?
The first-generation R8's optional R tronic single-clutch automated-manual gearbox relies on an electro-hydraulic system (shared with the Lamborghini Gallardo e-gear) to build and hold the pressure that operates the clutch and gear actuators. As miles accumulate, the nitrogen pre… Repairs typically run $900-$4,000. Severity: high.
What is the 2008-2023 Audi R8 Catalytic Converter Failure Requiring Engine-Out Replacement?
The R8 runs four catalytic converters, with two primary cats integrated into the exhaust manifolds. Internal cat breakdown is a recurring failure that throws catalyst-efficiency codes and fails emissions testing. Because the primary cats are part of the manifold assembly deep in… Repairs typically run $3,000-$10,000. Severity: high.
What is the 2009-2023 Audi R8 5.2 V10 Oil Pump Driveshaft Seal Timing-Case Oil Leak?
On the 5.2L V10 FSI engine (shared with the Lamborghini Gallardo/Huracan and Audi RS6/RS7), the seal for the oil-pump driveshaft where it enters the timing case is a very common oil-leak point as mileage climbs. This is a mechanical seal/gasket leak at the front timing case, dist… Repairs typically run $1,400-$3,500. Severity: medium.
What is the 2008-2015 Audi R8 Carbon Buildup on Intake Valves (4.2 V8 FSI and 5.2 V10 FSI)?
The Audi R8 Gen 1 (2008-2015) with both the 4.2L V8 FSI and 5.2L V10 FSI engines develops carbon buildup on intake valves due to direct fuel injection. While the R8's higher RPM driving patterns help slow carbon accumulation compared to commuter cars, deposits still build over 60… Repairs typically run $800-$2,000. Severity: medium.
What is the 2008-2015 Audi R8 Coolant Expansion Tank Cracking and Cooling System Leaks?
Gen-1 R8s are prone to coolant loss from a cracking/leaking plastic coolant expansion (overflow) tank, along with hose-connection and radiator leaks. One 2010 V10 owner had the expansion tank replaced at 18,000 miles, with the dealer stating Audi had revised the tank to an improv… Repairs typically run $300-$900. Severity: medium.
What is the 2008-2023 Audi R8 Ignition Coil Pack Failure Causing Misfires?
The coil-on-plug ignition coils on both the 4.2 V8 and 5.2 V10 are a recurring weak point, often failing between 50,000 and 80,000 miles. A failing coil produces a weak or inconsistent spark, triggering cylinder misfires, rough idle, hesitation and a check-engine light. Owners fr… Repairs typically run $500-$1,600. Severity: medium.
What is the 2011-2023 Audi R8 Spyder Convertible Top Hydraulic Pump Failure?
R8 Spyder soft-tops rely on a hydraulic pump, cylinders and position sensors to raise and lower the roof. A common failure is the top not moving at all while the relays click but the pump motor does not run, or the roof stalling partway (a frequent complaint is stopping at roughl… Repairs typically run $800-$3,500. Severity: medium.
What is the 2008-2023 Audi R8 Direct-Injection Fuel Injector Failure?
The FSI direct-injection injectors shared across the VAG family (Audi/VW/Porsche) are a documented R8 failure point. Injectors can stick open or closed; a stuck-open injector dumps raw fuel into the cylinder and can wash down the bore, while a stuck-closed injector starves the cy… Repairs typically run $1,500-$4,000. Severity: medium.
What is the 2009-2023 Audi R8 5.2 V10 Excessive Oil Consumption?
The 5.2 V10 FSI is known for meaningful oil consumption; Audi's official acceptable figure is up to roughly 1 liter per 1,000 km. Many owners see about 1 quart per 1,000 miles, though it tends to decrease as the engine breaks in. Consumption that exceeds the norm, or is accompani… Repairs typically run $200-$8,000. Severity: medium.
What is the 2008-2015 Audi R8 Carbon Fiber Sideblade and Trim Clear-Coat Peeling?
Owners of R8s with the carbon-fiber sideblades (and other exposed carbon trim) report the factory clear coat clouding, hairline-cracking and peeling, especially around edges and mounting points. The consensus cause is thin/insufficient UV protection on the factory finish; matte c… Repairs typically run $300-$1,500. Severity: low.
