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Even now that Audi has split its distinctive sideblades into two pieces, there's no mistaking this for anything other than an R8.
The R8's nose is familiar, yet all-new, with a more prominent six-sided honeycomb grille and gimlet-eyed headlamps.
That fixed rear wing adds up to 220 pounds of downforce at speed.
Despite being all-wheel drive, the R8 will rotate rear end around in the hands of a skilled -- or catastrophically ham-fisted driver.
If you see this filling your rearview mirror and there's a double-yellow line, kindly pull off to the side of the road and allow it to pass.
While we still don't get Audi AG's trick laser headlamps (thanks, Washington), we still get nifty dynamic swiping turn signals.
Unlike many other small-volume supercars, you won't find any cheap switchgear or dated infotainment equipment in the new R8.
Audi's Virtual Cockpit screen is reconfigurable in many different ways. Note the g-meter (right) and individual tire temp and pressure telltales (left), both useful at the track.
Here's a view showing the speedometer, g-meter and navigation map with Google topographical information.
You can have any gearbox you want as long as it's a seven-speed dual-clutch. The first generation's gated six-speed manual is a casualty of low customer order rates.
Note how much more angular the nose of the R8's detailing is than on its predecessor.
Yes, that's a real high-mounted fuel-filler cap.
The R8 is surprisingly at home on the high banks of Daytona thanks to huge power, face-flattening downforce, and plenty of tires and brakes.