2008 Audi R8 Body

Classic Chassis
The 2008 Audi R8 suspension is classic sports car. At each end are upper and lower A-arms or "wishbones", also rendered in aluminum, plus coil springs concentric with the shock absorbers, and the expected antiroll bar. R8s bound for North America get standard "magnetic ride" shocks like those available on the Chevrolet Corvette and other General Motors cars. These use a special "magnetorheological" fluid that changes viscosity (thickness) in the presence of a magnetic field. By varying field strength according to sensor input on road speed, steering angle, rate of wheel movement, and other factors, shock-absorber firmness is continuously adjusted to suit road surface and vehicle motion. A console switch allows further tailoring within Normal and firmer Sport modes.

The 2008 Audi R8 is a low-slung job with bulging fenders, "cab forward"
proportions, and an arched roofline sloping down to a trim tail.

Our test car, a modified European model, lacked the auto-adjusting shocks, but coped comfortably with a variety of roads in and around Phoenix. That was a pleasant surprise in view of the U.S.-standard 19-inch wheels and low-profile Z-rated tires. The latter are "staggered" in size, with 235/35s in front and ultra-wide 295/30s in back, appropriate for a performance car with rear-biased power delivery and a 44/56-percent front/rear weight distribution. Brakes are supercar-beefy ventilated four-wheel discs: 15-inchers in front with six-piston calipers and 14s in back with four-piston clampers. Antilock control? Naturlich. Exotic carbon-ceramic brakes are optional in Europe and may be available here in a year or so. Steering is the traditional rack-and-pinion type, but with speed-variable electro-mechanical assist instead of conventional hydraulic boost.

Body of Knowledge
Not surprisingly, the 2008 Audi R8 is a low-slung job with bulging fenders, "cab forward" proportions, and an arched roofline sloping down to a trim tail. Several design elements reflect the brand's competition experience. For example, a big Audi-signature "single frame" grille and large flanking air intakes not only feed the front-mounted radiator, but work with various hidden ducts to channel air efficiently under and through the car to generate stabilizing high-speed downforce.

A slim vertical air slot behind each door also helps cool the engine, as well as the rear brakes. Plastic "side blade" panels concealing these slots are styled to emphasize the rear-engine format, but not everyone likes their appearance. The blades are normally finished in matte-silver, but body-color and genuine carbon-fiber versions are available for $1000 and $2000, respectively.

Out back are large air-exhaust grilles with horizontal "strakes," echoing the front outboard openings. Simple oblong taillamps sit above them and employ "3D LED" technology as a claimed industry first. Below the grilles sit four exhaust pipes clustered in pairs astride a competition-style air diffuser. Capping things off is a discreet spoiler that pops up above 75 mph as another aid to high-speed stability. It goes back into hiding when speed drops to around 20 mph, but a console button allows deploying the winglet for "hey look at me" street theater. With all this, plus curvy body contours, the R8 claims a drag coefficient of 0.34, not outstanding, but okay for fairly wide machine.

Speaking of theater, the handsomely finished V8 is literally showcased beneath the rear window, which lifts hatchback style for access to a few routine service points. The Gallardo and Ferrari F430 engines are similarly exposed, but Audi goes one better with special engine-bay night lighting. No less dramatic is the string of small LED running lights that snake under the headlamp clusters, which Audi says are shaped like an "open pine cone." And get this: the headlamp reflector design was inspired by the Sydney Opera House in Australia. Audi says high-tech LED headlamps will be available next year.