2008 Audi R8

It's one of those amazing roads you can't help but come back to: a rhythmic mix of fast and slow sections, first wide open and then tree-lined on both sides, mostly smooth but dotted with patchwork surfaces here and there, a mild yet steady climb from the bottom of the valley to a high plateau of open fields and rolling pastures. Only five miles long, this challenging stretch of tarmac tells you more about a car than two weeks of bumper-to-bumper commuting. That's why we--the gunmetal gray preproduction Audi R8, chief project leader Dirk Isgen, a couple of minders from the factory, the photographer, and me--are here. Unfortunately, I won't be driving. What, you think there's no way of finding out how a car performs from the passenger seat? Well, let's give it a try.

Measuring 174.4 inches long, 74.8 inches wide, and 49.2 inches tall, Audi's first mid-engine sports car is shorter than a 911 and as wide as a Gallardo. At 104.3 inches, the wheelbase of the R8 exceeds that of the related Lambo by 3.5 inches. As a result, the Audi offers more passenger space and--in addition to the 3.5-cubic-foot front trunk--a second luggage bay behind the seats. Despite the polarizing sideblades, the three-quarter rear visibility is also much better than expected.

The cockpit's design is an acquired taste. There's a lot going on in this somewhat overstyled workstation. Not everyone will love the prominent carbon-fiber (or piano black) arc that swings from the center console across to the driver-side door panel. The glossy bits tend to reflect in the windshield, the TT-inspired air-conditioning controls fight the gearshift for clearance, and the steering wheel's squared-off bottom is a dumb idea for a road car. But the big picture is right on: the six gauges are easy to read, the MMI controls are placed above the shifter, and the supportive seats adjust with uncommon generosity. There is soft leather and furry Alcantara from wall to wall, and the monochrome trim is highlighted by brushed-aluminum accents. Extra cash will buy sportier bucket seats, a noise-canceling Bang & Olufsen sound system, a clutch-pedal-free R tronic transmission (E Gear in Lambo speak), and a choice of elaborate leather treatments. When the car goes on sale next fall in the States, buyers also will have eight different paint schemes and four leather colors to choose from.

The R8 features an unequal-length control arm suspension front and rear. "This configuration gives us an edge in terms of ride comfort, and it reduces steering-related interference to an absolute minimum," explains Isgen, who is also in charge of Audi's sports car programs--a title that suggests the R8 will eventually get a sister model. "Compared with the Gallardo, this layout allows for longer wheel travel and a tighter turning circle. Optional Magnetic Ride allows you to dial in an extra dose of compliance at the one end and a little more firmness at the other." Our test car did without the trick dampers, but it was fitted with optional nineteen-inch aluminum wheels shod with Pirelli 235/35YR-19 tires in the front and 295/30YR-19 footwear in the back. The standard wheels are eighteen inchers.

Although the R8's drag coefficient is rated at an unexciting 0.35, the designers under Walter de'Silva are particularly proud of the downforce this body will create. Assisted by a relatively subtle automatically extending tail spoiler, there's aerodynamic downforce on both axles at speed. As a result, typical vices such as front-end pitch, delayed steering response, lift-off vagueness, and sensitivity to crosswinds are all conspicuous by their absence.



By now, the dialogue between engine and brakes and the interjection of clutch and transmission feel completely natural, even from the passenger seat. But this routine is beginning to feel a little too virtual. I'm ready for the real thing.