The R8’s F1-style steering wheel is festooned with buttons for setting up the various driving modes and torque maps, but thumb the most obvious one – the big red starter button - and one of the all-time great engines fires into life.
It may be heavier than a V8, but boy does the glorious cacophony of sound this V10 produces compensate for that - especially as the software momentarily holds the revs at 2500rpm on start-up, before letting out a crackle and allowing things to settle down to a mildly raucous idle.
Before you do anything else, you must press the sports exhaust button if you want maximum aural pleasure. It opens up all four tailpipes and, with no synthesised accompaniment, lets out pure, honest, exhaust noise. It's truly wonderful.
From a standing start and on sodden roads French roads, the traction is phenomenal. With no turbos to wait for, the engine pulls instantly, but its intensity builds all the way through the rev range, its note deepening while simultaneously rising, as only V10s do. At some point you become aware of a flash of red on the dash telling you you’re about to hit the 8700rpm limiter, so it’s time to change up.
Pull the right-hand paddle and the engine's pitch changes in a millisecond, but there’s no let-up in the sensation of being pinned back in your seat. Keep going and you’ll arrive at the next corner carrying a silly speed, but lean hard on the brake pedal and straight away you're reassured by the awesome feel and massive deceleration from the huge carbon-ceramic discs.
The adaptive rack fitted to this car is super quick and takes a few corners to get used to, but when you do it’s beautifully weighted and precise. Everyone knocks these set-ups, but this one is pretty well sorted, even if it's not quite as telegraphic and fizzing as a 911's or the new McLaren 570S's.
It’s continually telling you how much purchase the front tyres have, and then, just at the point they’re about to scrub across the asphalt, it feeds you the information you need. No drama, no surprises, just the way it should be in a 600bhp car.
This R8 has the optional adaptive dampers, too, which do a marvellous job of remaining supple over mid-corner bumps so as not to upset the car, while also keeping the lean angles amazingly low.
As you turn into a bend the R8 will understeer, but as you roll off the throttle and feel the weight shift forwards, the front bites again. Be less smooth, with too much entry speed plus a sharper lift, and you’ll need to be quick to catch the slide.
The same is true on corner exit if you’re clumsy on the power; although the throttle is so smooth and progressive you’ll have only yourself to blame for the ensuing drama. Yep, the R8 is still playful, but it lets you decide how much fun you wish to have.
It doesn’t just do the ten-tenths fast stuff, either. Dial the modes back to Comfort and the R8 obliges. The ride, at least on 19in rims, is superb, and with the gearbox in auto it slurs up and down the ratios with an easy style. If you need everyday usability from your supercar, there are not many better options than this.
It’s not hugely practical, but then neither is a Porsche 911 Turbo S. The boot is about the same size as that of the Porsche, and although you don’t have any rear seats for added storage, there is a decent-sized shelf behind the seats that might, at a push, take a set of golf clubs.
The interior design manages a blend of style and ergonomics that the old car couldn’t muster, and of course, this being an Audi, it’s exquisitely finished. If you want to make it even more special, you can choose from a vast array of personalisation options - although looking at some of the prices, you’ll make a sizable dent in your bonus with just a few careless ticks on the order form.