Our test car was on the magnetic ride dampers, too. These were available on the old car, but it hardly mattered whether you chose them or not, so surreal was the comfort levels that quattro coaxed from the spaceframe’s inherent stiffness. There the suspension hardly seemed to have anything to do; here, it’s clearly working very hard indeed. Its efforts are not without a pay-off - the R8 exudes a hard-bodied, ultra-focused sort of pliancy - but its restriction of bodily motions seems overzealous, with any long-wave release of tension tacked too tightly back down before it even gets started.
Then there are the drive modes. All seven of them, including the four stock Audi menu options (Auto, Comfort, Dynamic, Individual) and three additional ‘performance’ ones for the R8 alone. These are toggled from the steering wheel under a new switch and let you choose between Dry, Wet and Snow. Having been fettled by quattro themselves, the final three are clearly worth getting to know (and show the car in its best light), but then why bother with the other four? Especially as Dynamic comes worryingly close to turning the R8 into the kind of intransigent, clumsy, overstimulated prospect that Audi is notorious for too often turning out.
Happily, the news isn’t that bad. After the initial disappointment has faded, there is in fact much to like about this second coming. Firstly, the V10 remains at the right end of epic. If the writing is on the wall for natural aspiration, this is one of the ways it ought to be remembered. Its crank and valvetrain peel into an appropriate arcade punch machine light show on the digital rev counter when it caterwauls beyond the redline at 8500rpm. Better still, the dual-clutch automatic gearbox’s ratios are tiered like a glamour model’s wedding cake, never letting the revs drop below 7000rpm between changes when flat out - making the R8’s flat out easily the equal of any comparable rival.
Second is the sheer usability of the thing, which is doubly incredible when you factor in the 601bhp output. There are no airs and graces to Audi’s most expensive and quickest model yet, and no special effort or attention required to drive it. Like the 911 Turbo, it’s fantastically easy to climb aboard, get comfy, meander contentedly through town and village, and then, when there’s room and no one is watching, press on with a ferociousness that barely seems to heed the conditions or even your own ham-fisted mistakes.