The heated battle yesterday over the merits of a $3,700 Pontiac ended with a surprising 75% Nice Price vote saving the LeMans to cruise Hollywood yet another night. Speaking of Hollywood- it's a long way from Cherry Hill New Jersey, which is where we're headed today.

Nash Kelvinator had always been a second-tier automaker here in the U.S., and by the mid-fifties, while everybody was leaving it to beaver and loving lucy, they quietly merged with Hudson to form American Motors. A brand cue of Nash's (other than Nash Seats which would have engendered a population explosion had the cars been more popular) was the bathtub body design. The tall fenders with semi-skirted wheel arches - front and rear - made the cars look like they should always be transporting a butcher, a baker and a candlestick maker. While the major competition was zooming into the future on fins bedecked with chrome, and everything longer, lower and faster, what Nash felt America needed was a diminutive shoppers trolly disguised as a car. Setting one of their biggest Kelvinator washing machines on extra-hot, they shrunk down their compact Rambler into the even smaller two-seat Metropolitan- an example of which is our candidate today.

This 1961 Metro is attractive for both its convertible top which lets the sun in, and an opening trunk, which lets you in to get your stuff. Previous models required you to limbo your way behind the seats to access your bottles of scotch and Life magazines. The two-tone paint is most complimentary to the cheery but rounded shape, which is surprising on such a small car. That carries over to the interior with a pair of broad seats, in red and white, and a metal dash that is dominated by the speedometer- directly ahead of the wheel and three on the tree shifter.

While Father may know best, the mileage of this BMC- B-series powered Metro is in question. The seller claims it might be 21,000, or. . . maybe not. But really, who cares? You're not buying this for its long term drivability. This is a fun car, a top-down Sunday afternoon kind of car.

And with those expectations in mind, let's revisit that price. The seller is asking $16,500 for this littlest Nash, and that gets you not only the top and the trunk lid, but also a continental kit, which looks a lot less ridiculous on this than you might imagine. These cars have extensive support networks- the Nash Metro Club has chapters all over the place and the members typically aren't weirdos, just regular folk. And they're not all a bunch of dwarves, so stop thinking that.

So what will it be for this Nash with panache? Is $16,500 a Price that is Nice for this slice of American life? Or, is the seller smoking the Crack - from a tiny, little Crack Pipe - for asking that?

You decide!

South Jersey Craigslist or go here if the ad disappears. Hat tip to evanschmitt!

Yes, of course it's a hybrid. What concept car isn't these days? It's got a meager 1.0-liter gas motor cranking out a heady 125 HP and mated to some form of hybrid drive system still behind the curtain. That's probably more or less the tech that indicates a future product, so, the boring part. The ix-Metro makes up for that with psychedelic bodywork and an interior inspired by Flight of the Navigator.

How many engines can you think of that were available in both three- and four-cylinder form? The Suzuki G was made from 1984 well into the current century, and it powered a bewildering array of Suzuki and General Motors machinery. The Holden Barina! The mullet-friendly Geo Tracker! Even the Pontiac Firefly came with G power, and we mustn't forget the Airtrikes.net ultralight aircraft freaks.

[Wikipedia, image source: Airtrikes.net]

I hear a lot of potential 24 Hours Of LeMons entrants whine about the supposed impossibility of finding any running car for under 500 bucks: "You can't even get a thrashed Taurus for that kind of money!" Bullshit, I say! Even if you rule out the option of selling $300 worth of parts from an $800 car, you can still find plenty of seriously LeMons-worthy machinery that will fit your budget. With that in mind, tonight we're going to have 10 choices- the largest number ever offered in Project Car Hell history- and every one of these vehicles is located within a day's drive of Buttonwillow Raceway Park. You've got six months, you've got a bunch of suckers friends to join your team, and now it's time to go race car shopping! Note: if any of the original Craigslist ads disappear, just go to the gallery at the bottom of the post for screenshots.

1. 1978 Jeep DJ5
Do you want to be just another team with a soporific Sentra or coma-inducing Camaro, or do you want to stand out? You don't need to go very fast to put in a strong showing at the 24 Hours Of LeMons; all you need to do is keep grinding out the laps. With that in mind, how about a machine that will let neither snow nor rain nor heat nor gloom of night stay your drivers from the swift completion of their appointed rounds? Frankenstein up some fat swaybars onto this lightweight two-wheel-drive box and it definitely won't might even put down some respectable lap times!

2. 1987 Renault GTA Convertible
In theory, the extra chassis bracing in a convertible will make for an extra-stiff platform, once you get a roll cage installed, and of course there's the comfort factor of having those cowshit-scented soothing Buttonwillow breezes flowing past your helmet while all the other drivers swelter in their steel prisons. What you need is the hot-rodded ragtop version of the Renault 9-based Alliance, with 95 front-drive horses and Franco-Kenosha build quality. This one is just 300 bucks, and it seems pretty close to being in running condition: "i drove where it parks and i think it needs a fuse but easy to fix." Remember, French cars have a massive head start at the Index Of Effluency trophy!

3. V6 4X4 Geo Metro
An engine-swapped Geo Metro won the last LeMons race, so you know it's a superior formula. But what you really need in a racing Metro is four-wheel drive! Imagine the advantage you'll have when the track gets covered with dirt, oil, and shards of Porsche connecting rods, as you pilot this fine GM 2.8 V6-powered machine to victory. The project isn't exactly what you'd call "finished" yet, but it's not even close well on its way; what you get is a shortened Chevy S10 chassis with a Metro body sitting (loosely) on top of it. How much? 450 dollars in Trilateral Commission-approved fiat currency... or firearms... or GOLD.

4. 1963 Ford Fairlane 500
1960s Detroit Iron always does quite well in LeMons races, since what little does go wrong with the car on the track can be fixed in minutes by any random group of bystanders hanging around the pits. Just keep racking up the laps, try to avoid getting upside-down, and you'll cruise right past all them high-strung furrin machines. This Fairlane has the very first version of the Ford Windsor small-block V8, which you'll most likely be able to trade for a 302 + cash from some numbers-matching-obsessed Ford restorer. In fact, this thing is fully loaded with parts you can sell; we'd be shocked if you failed to squeeze 400 bucks out of it, which should provide the budgetary room to get some junkyard disc brakes and swaybars on it. Does it run? Well, it "ran when parked in my grandparents barn Last year," which would make you run away screaming if applied to a BMW, but a Fairlane? Easy!

5. Dodge Caravan Turbo
Who says you can't run a minivan at the 24 Hours Of LeMons? Chief Perp Jay Lamm hisself has stated that minivans are totally acceptable. And the Dodge Caravan Turbo will never in a million years could be a total sleeper winner; just look at what they'll do on the dragstrip! Sell all the interior crap, lights, glass, and so on, and you should have the cash needed to go junkyard shopping for an intercooler and bigger turbocharger. Then it'll just be a matter of Sawzalling the clearance needed for huge, sticky tires, maybe chop the springs, and you'll be showing busted engine parts that big tailgate to the competition!

6. 1985 Cadillac Eldorado Biarritz
What kind of car did Robert De Niro's character, Ace Rothstein, drive in the movie Casino? Damn right, a Cadillac Eldorado Biarritz! That alone is reason enough to drive a Biarritz in the 24 Hours Of LeMons, and never mind that the car in the movie was destroyed by a car bomb. You get a stainless steel roof, an Olds 350 V8 driving the front wheels, and more style than all the other schmucks in the race combined! The deal we've found here gets you one putatively running Biarritz and another parts car, which means you should be able to make a few bucks selling all the crap you won't need for racing (we recommend that you have your racing seat upholstered with that snazzy Biarritz leather). As long as you can keep from frying the transmission, and your crew works quicksville with the front tire changes (big front-wheel-drive cars tend to eat front tires in a hurry on the race track, as all the Taurus SHO guys will tell you), you should have a snowball's chance in hell a great shot at the checkered flag at Buttonwillow.

7. 1967 Toyota Crown Wagon
Tired of all those Supras and Celicas in LeMons races? You need to show some real Toyota pride, by roaring onto the track in a vintage Crown! And, crazy as it seems, it's possible to get a Crown station wagon- which might even be close to running condition, though that's not the way to bet- for a LeMons-grade price. This '67 has the big six-cylinder M engine, and no doubt many valuable parts you'll be able to eBay-ize (to the same vintage Japanese car lovers who will want to skin you alive for trashing one of the last surviving Crown wagons in the hemisphere) into extra budget money. Spare parts might be tough to find, but it's a Toyota- who needs spare parts?

8. V6 Chevrolet Vega
If a Chevrolet V6 works well in an Opel GT, wouldn't it be even better in a genuine, all-American Chevy Vega? We've got that setup here, with some flavor of Chevy 90° V6 and a 4-speed already installed. It's plenty rusty, but so what? It runs! Well, sort of: "will need some work to make it road worthy." Roll cage kits are easily obtained for the Vega, thanks to all those Vega drag racers, and you might even be able to sell sufficient parts to afford some big swaybars!

9. 1948 Buick Super Eight
Remember when serious road racers ran straight-eight-powered Buick sedans? Of course you do (provided you come from an alternate universe in which Dewey really did defeat Truman), and now is your chance to scare the living crap out of get the edge over the competition with this '48. Except for the hood- which you won't need, because you'll want to show off that torquey OHV eight- this car is totally complete. It appears to have been sitting for 10,000 years a while, but you've got Buick quality on your side here. Imagine piloting this ponderous stately dredging barge cruiser over and through past all those lesser race cars, straight to victory! We're sure those drum brakes will become hotter than the core of a nuclear reactor hold up just fine under the infernal balmy conditions of Buttonwillow in August, and that three-on-the-tree transmission should be pure agony the bee's nuts for racing!

10. 1977 AMC Pacer
Can you believe that we have yet to see an AMC Pacer in a 24 Hours Of LeMons race? That's a damn shame, but your team could be the first to clog up dominate the track with the Small, But Wide AMC. This one has been sitting for 12 years (probable translation: 22 years), but the seller says it runs and drives. The price tag is $350, which means you might be able to sell a few parts and fit a junkyard V8 into your budget... but why do that, when the AMC Straight Six is such a strong engine? Unlike pre-Malaise American cars, the Pacer sports front disc brakes, and the whole package is simple enough that it should be able to hold together for many laps.

The winner! Not much more needs to be said here, but we'd like to point out that the Metro Gnome's best lap of 1:36.298 was only the 12th-best of the race. That's right, consistency (and a 10-lap bonus, awarded by judges who felt sure that chain would snap) wins this race!


This car was moments from winning the SF '08 race when the fuel pump failed. Here's more proof that you don't need to be fast to do well in a LeMons race; just stay out of trouble and don't break parts and you can win. This time around, the Spirit Of San Diego cruised to a solid 7th-place finish, which should give you 305 drivers some ammunition in your debates with the 350 guys.


Sure, this car spun out quite a bit, but Team Unsafe At Any Speed added greatly to our enjoyment of the race. The best lap time was 1:54.807, which wasn't so quick, but they beat nearly half the other teams in the lap totals with their 54th-place finish.








We can't find any photos of the incident- which apparently took place on the back side of the hill- but the super-veteran Cavalier finally ended its racing career with a rollover. No injuries, and we're hoping the ONSET guys will be back with that Cimarron they've been threatening to buy.

The one-off 1989 "Zonker" 2-door Geo Metro was apparently a personal project car for ex-GM Design VP, Chuck Jordan. Created as a styling exercise and painted in p***y magnet yellow, this hot little number will be auctioned off at the Barrett-Jackson auction on January 13th along with the rest of the GM Heritage Center cars. We'll likely pass up the ZR1 rolling chassis for this little number.
(Hat Tip To Matthew!)

[via Barrett-Jackson]

Many said it could never happen, and others said they couldn't be legit, but the 900cc Metro Gnome proved them all wrong and/or pumped up the conspiracy theories to higher levels. The internet connection speed here reminds me of one of those circa-1976 300 baud handset-cradle modems, so you'll have to wait until I get back to civilization for the in-depth coverage of what transpired over the weekend. For now: Congratulations, Team Metro Gnome!

OK, I'll bite. What nerdy-car-geek-blog wants to feature a $500 Franken-crapper like our car?

Here is are picture of the car in action during a recent test day at Willow Springs. Trust me, the car looks a lot worse in person. Driver is Geo Metro-Gnome team member Colin Drobnis. He looks a lot better in person. Second pic is of the engine "installation". Last pic is of the stock metro differential with "kustom" sprocket attached (chain removed). Diff gears are lubed by generous amounts of grease. Said grease is contained by a "kustom" rubber boot made from a toilet plunger. So far so good...

Thanks to Chris for the tip! [Craigslist Denver; go here if listing disappears]

Reliability:
Sure, an old Geo may not be as reliable as a brand new Toyota, Chevy or Ford, but it's still more reliable than say, an old MG. Besides, "poor reliability" is just another way of saying "lots of character," and who doesn't want to have a car with a personality?

Safety:
Yes, a rusty Metro make a Brilliance look like a tank, but who's to say you can't install a roll cage and wear a fire-proof suit and a helmet? Besides, old Volvos make for good cheap beaters too, and they built their whole reputation on safety.

Speed (or lack thereof):
We enjoy driving— quickly. There's no way getting around that. But if your goal is saving fuel, do you really care how fast you're going? Besides, you'd be surprised at the perverse kind of enjoyment you get from trying to squeeze the maximum amount of MPG from an otherwise boring commute.

Emissions:
Actually, there's not really any arguing with this point. Fact is, your cheap old beater with a hole rusted in its catalytic converter (or even with an intact one) is going to spew more smog into the air than most any modern car. Though if you're running an old Mercedes diesel on biodiesel, you do get that delicious french fry scent from the tailpipe.

Theft:
So what if the baddies are more likely to jack your little hatchback? Just go out and buy another one for $80. Look at it as spreading the gift of fuel economy to your community.

I applaud your memory if you're saying "Hey...." in response to this design because Guo-Qiang has done something similar before, but with Ford Tauruses. Another art dude who digs cars! Or at least does stuff with them. The mounting process seems pretty simple—a lot of cables, period. The exhibition will be on display until May 28. Check out the following link for a video that shows the installation process and more. [Guggenheim via MAKE]

It's hard to get excited over the Mazda 323, even when it's in the form of a forgotten Mercury. But there's one very important exception to the 323=snoresville equation: the GTX! You want all-wheel-drive turbocharged hoonage without all the careful engineering of your Evos and your WRXs? Just a cheap tin can spraying gravel and chunks of burning rubber in all directions? Have you got twenty Benjamins handy? If you answered "Yes" to all three questions, take a look at this '88 GTX (go here if the ad disappears). This is clearly a seller who's ready to deal- why, it says "Price Lowered" right in the headline! The seller has "Invested too much, sold as is!" in his or her own words, and now it's your chance to cash in. Take a look at the long list of costly- and perhaps even correctly installed- aftermarket goodies: Reich ECU, thudding Migraine-o-Matic speakers, big intercooler, and- perhaps best of all- a fuel cell taking up the entire cargo area. You can count on one thing with this car, and that's that the gas pedal has only known two positions during the car's entire life: "Off" and "Full." We'd probably get all the trim off a grandma-issue 323 and make this thing into a truly soporific sleeper, but you could also go the full nutso-rally route. There's sure to be a plethora of fun surprises in store, either way!

The GTX would be lots of fun, and it belongs on any short list of Jalopnik-approved Hoonmobiles, fer sher. But true hoonage requires a car that's just plain wrong, a car that hurts one's brain to even contemplate. This turbocharged Geo Metro is such a car (go here if the ad disappears). The seller doesn't seem to think it's important to state the year of the car (the photos seem to indicate an early-90s car), nor the number of cylinders (sure looks like the 3-banger). But that stuff doesn't matter- what matters is that it has "a wrx turbo setup,custom transmission,roll cage,lots of custom work." Hmmm... a WRX turbo setup? That sounds, like, not-so-appropriate for a 1.0-liter Suzuki three-cylinder engine... and just what is meant by a "custom" transmission, anyway? Ah, the mysteries you'll be unraveling! The word "GEO" Rustoleumed across the intercooler is a nice touch, as is the casts-doubt-upon-paperwork statement "selling for a friend that will be here in a month or two." Just imagine what this thing would be like to drive if you could actually get it registered and working properly; Super Sleeper Potential!

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So here we have a rowdy bunch of beer-swilling hoons plopping a beater Geo Metro on a dyno and mainlining increasing doses of nitrous into its poor tiny 3-cylinder heart. The Metro's engine actually survives a lot longer under this treatment than one might think, and produces some crowd-pleasing pyrotechnics to boot. The question we need to ask ourselves: is it true hoonage if the car doesn't move? – Murilee Martin

Related:
Hoon of the Day: Sprint Jumping [internal]

We admit it. We never met a gonzoid hyper-rally car we didn't like. And while we're complete and utter suckers for purpose-built, design-the-thing-and-homologate-it-later machines like the Ford RS200 and Lancia Stratos, any car with the stones to compete in Group B earns our respect. As such, we've never had a whole lot of love for the Austin/MG/Whatever Metro, but the 6R4 is entirely different pot of meat. Built by Williams, it featured a hybrid construction of plastik und schteel, a midship-mounted V6 instead of a turbo mill with fewer cylinder and well, is simply one of the most gonzoid hatchbacks ever built. We would be proud to call it friend, even if its roadgoing relatives were an affront to the dignity of British motoring, as well as its progenitor, the fabulous Mini. – Davey G. Johnson

Related:
Lanca Stratos: A Wedge, Not a Sphere; Oh Yes, It's the RS200 [Internal]

A few years back, a Hayabusa-riding roommate of ours was dating a Geo Metro-driving friend of ours. The relationship didn't last, but during the brief romance, we discussed with said roommate the prospect of replacing the Metro's 1.3L Suzuki mill with the rather more potent unit from the sportbike. This character aimed a bit lower, dropping a 600cc Honda bike mill into a Metro, and now he's listed it on craigslist for a paltry $2,500 bucks. We'll leave it up to you to decide whether it's worth it or not. [Thanks to Larsen for the tip.] – Davey G. Johnson

Superbike Powered Geo Metro [craigslist]

Related:
SUPER RPM AMUSEMENT! Hayabusa-Powered Starlet [Internal]

We just returned to the Jalopnik hotel compound after a night eating various hors d'oeuvres and amuses bouche, sipping pink champagne and watching Audi f te its new 911-fighter, the 4.2-liter, 420-hp V8 R8 coupe. Interestingly, Audi announced the R8 will be available in two transmission setups, six-speed manual and Audi's new R Tronic sequential-shift gearbox, which is fitted with a joystick gearshift on the center console and paddles on the steering wheel. Audi refers to the R Tronic system, which we've yet to grasp how closely it follows Audi's DSG setup, as "shift by wire" technology, which allows for both quick shifts and a positive power-to-weight ratio, along with sport and automatic modes. The R8 will be available for order later this week at Audi dealerships. Read the press release after the jump.

Audi R8

Audi has incorporated the name and the genes of the five-time Le Mans winner, the Audi R8, into a spectacular sports car. Three years after the unveiling of the Audi Le Mans quattro concept car, the production version will be making its debut at the Paris Motor Show in the guise of the new Audi R8 mid-engined sports model. It is a fascinating driving machine and the sporty pinnacle of the Audi brand. The mid-mounted 420 bhp V8 FSI engine, quattro permanent four-wheel drive and Audi Space Frame aluminium body form the basis for truly outstanding driving dynamics. The Audi R8 will be available to order from 28 September 2006; first deliveries will be made in the first half of 2007.

As the first Audi mid-engined sports car, the R8 combines Audi's experience gained from numerous motorsport triumphs with groundbreaking design and the acknowledged technological expertise of the brand. This expertise has led to the slogan 'Vorsprung durch Technik' becoming a byword for leading-edge technology both on the race track and on the road.

Audi has recorded countless motorsport victories on race tracks all over the world. Following the rally successes of the Ingolstadt brand in the 1980s, and its triumphs on the touring car circuit, the world of long-distance motor racing was without a doubt the biggest challenge yet faced by Audi's motorsport engineers.

And they mastered this challenge in style too: the Audi R8 won the prestigious Le Mans 24 Hours five times - from 2000 to 2002 and in 2004 and 2005 - and on two occasions even took the first three places.

Le Mans is without doubt the toughest challenge to the Audi Sport Team's engineers because it calls for a level of engineering going far beyond the need merely to keep all the systems focussed on a short, sharp sprint. Alongside the essential virtues of top performance and optimised driving dynamics, the key requirements in long-distance racing are endurance and reliability, allied with optimum ergonomic design.

These are genes which are eminently transferable to a road-going sports car too, and which, allied to its exciting design, make the Audi R8 truly unmistakeable.

The exterior

Even at first glance, the calibre of the car is plain to see. The Audi R8 sits broad and squat on the road, the strongly accentuated rear end appearing to flex its muscles like a sprinter ready for the off.

The characteristic proportions of the vehicle are dictated by the location of the engine behind the cockpit. This layout is a typical feature of race cars. One of the most striking examples of this design - and as such one of the legitimate antecedents of the Audi R8 - was, and still is, the Auto Union Type C Grand Prix car. The central position of the engine is above all a boon to driving dynamics, as it allows for a weight distribution, as on the R8, of 44 percent to the front and 56 percent to the rear.

The car's body is highly compact in appearance. The front end and the gently curved roof arc are drawn in a sweeping line; a line which immediately marks the two-seater out as an Audi.

The side view also reveals familiar contours. The dynamic line above the wheel arches and the shoulder line interlink the front end, side and rear, imbue the doors and the transition to the side air vent with a strong presence, and even more emphatically highlight the typical Audi rounded wheel housings accommodating the big wheels.

The cabin of the Audi R8 is pushed far forward - a typical feature of a mid-engined sports car, and as such a visual cue linking it to the race car of the same name. Behind the cabin, positioned in front of the rear axle, is the V8 FSI engine, a sculptured piece of engineering visible both through the large, shield-shaped rear window and from inside the car.

1.90 metres wide but just 4.43 metres long and 1.25 metres high: these are the proportions of a true sports car. The 2.65-metre wheelbase offers room for the astonishingly spacious cabin and the longitudinally mounted engine behind it. Behind the doors, a large-surface 'sideblade' air deflector sweeps between the wheel arch and the roof section, delivering air for the V8 to breathe as well as for cooling. The paint finish of the sideblades is coordinated with the body colour.

The front end is characterised by the trapezoidal styling of the Audi single-frame grille, flanked on the right and left by additional large-dimensioned air intakes. For the first time, the four-ring badge is positioned on the bonnet, above the grille. The flat strips of the innovative LED headlights, with their clear-glass covers, join flush to the tops of the air intakes.

The R8 is the first series-production car to offer the option of ordering all the headlight functions - dipped beam, main beam, daytime running lights and indicators - as LEDs. LED stands for 'light-emitting diodes', and represents a technology which offers substantial advantages over conventional bulbs based on a much longer life.

Because they take up less space than conventional lights, LEDs provide the designers with greater freedom to be creative. The design of the strikingly three-dimensional main headlights, using LED technology, is particularly eye-catching.

Bionics, in other words drawing design inspiration from nature, has been deployed on the R8's headlights. The light unit has a design reminiscent of an open pine cone. Reflector shells arranged concentrically one behind the other, in conjunction with a powerful LED projection system, concentrate the light from one multi-chip LED, producing a high-luminosity, even form of driving light.

The internal reflectors of the main beam headlight are styled in a shape inspired by the architecture of the Sydney Opera House. And in contrast to them, the daytime running lights delimit the underside of the headlight as narrow strips of light - delivering distinctive signals and providing an innovative visual touch. It will be possible to order LED headlights as options from the end of 2007 onwards.

The interplay of concave and convex lines contours the side-on view of the rear end. Underneath the clearly defined separation edge there is a flat vertical surface framed at its sides by the rear lights - also in LED technology. The third brake light strip runs across virtually the full width of the roof, forming the termination of the transparent engine hood.

The latter feature is yet another visual highlight. The observer looks right onto the V8, the very heart of this sports car. Indirect engine compartment lighting by white LEDs, enabling the engine to be seen even in the dark, is available as an option.

Two large-format diffuser openings in the rear bumper illustrate how intensively the styling of the Audi R8 is dictated by aerodynamics. The two pairs of circular twin exhaust tailpipes each sit at the right and left above the diffuser openings.

An automatically extending rear spoiler is deployed to assist the R8 in using the wind. It provides additional downforce to boost the suction effect produced by the aerodynamic styling of the underbody and by the diffusers. When travelling at lower speeds, the rear spoiler automatically retracts flush with the body.

The full aluminium body is constructed in the Audi Space Frame (ASF) design. Its perfect synthesis of minimal weight and maximum rigidity provides the ideal foundation for optimum driving dynamics, as well as delivering an outstanding power-to-weight ratio of just 3.71 kg per bhp.

The interior

The sporty interior is dominated by a totally driver-oriented cockpit architecture, integrating the driver between the dashboard and the high centre console. The instrument panel above the console is angled slightly towards the driver. The flat-bottomed steering wheel is a typical feature of the sportiest Audi models, and also enables comfortable sports car entry and exit.

Form follows function: this design principle is implemented throughout the Audi R8. Alongside the driver-oriented architecture, also reflected in the styling of the side window sills, the choice of materials also makes for a highly functional look and feel. Looking around when in the driving seat makes one thing clear: just like in the R8 race car, the styling and placement of all the elements in the cockpit of this driving machine is focussed on the essentials. The centrepoint of everything is the driver.

This combination of the aesthetic and the ergonomic is maintained in the colours used and the overall ambience created - dark hues reflect the emphasis on engineering and are again reminiscent of the motorsport world. The impression of professional functionality and ergonomic styling is enhanced by the visible presence of top-quality materials in supreme craftsmanship.

The sports seats are trimmed as standard in a Leather/Alcantara combination, or optionally in full leather. Alternatively, the R8 can also be fitted with bucket seats, specially developed by quattro GmbH. There is plenty of room for the two occupants, with comfort levels well beyond the norm of high-performance sports cars. There is space behind the seats to stow large bags, or even two golf bags. The luggage compartment at the front has a capacity of 100 litres.

With numerous trim variants and applications in Piano finish or Carbon sigma, there are few limits to the range of customisation options for the interior.

The drive train

Turbine-like power up to the highest rev ranges, a high maximum torque, all combined with a fascinating sound, are the characteristics of a perfect sports car engine. An engine that is fascinating both in terms of its enormous power potential and its suitability for everyday use.

In the high-revving 420 bhp eight-cylinder engine, the evolution of FSI petrol direct injection technology has reached a new high. This technology has also enjoyed many triumphs in the Audi R8 race car.

The figures illustrate the outstanding potential of the eight-cylinder unit. At 7,800 rpm the 4.2-litre engine delivers 309 kW (420 bhp) of power output. Peak torque is 430 Newton-metres from 4.500 to 6,000 rpm. And no less than 90 per cent of this maximum torque is maintained consistently throughout a wide engine speed range from 3,500 all the way to 7,600 rpm. As a result of these qualities, the eight-cylinder power unit provides maximum thrust in virtually any driving situation.

The performance figures are equally impressive: the R8 accelerates from a standstill to 100 km/h in 4.6 seconds and reaches a top speed of 301 km/h.

The engine is a high-revving unit. The maximum engine speed is 8,250 rpm. The advantages of this principle are superior power output at high engine speeds and a smooth, eager responsiveness all across the revs range. Added to this are its agility, liveliness and engine sound, which is similar to that of a race car.

The Audi R8's dry sump lubrication - another technology originating directly from motor racing - provides the ideal basis for maximum longitudinal and lateral acceleration. It allows the V8 to be installed lower, thereby lowering the centre of gravity and further enhancing driving dynamics.

Two transmissions are available: a manual 6-speed gearbox or optionally the Audi R tronic sequential-shift gearbox. Here, too, the influence of the motorsport world is clearly evident, with a joystick gear-shift on the centre console and, most especially, the paddles mounted on the steering wheel, which are a long-established ergonomic feature in motorsport. The best illustration of this is once again the Le Mans winning Audi R8, which also enables the driver to change gear on the steering wheel.

'Shift by wire' technology provides for very fast gear-shifting and an outstanding power-to-weight ratio, allied to compact gearbox dimensions. The Sport mode, with its fast shifting, guarantees the absolute maximum in terms of driving fun. An automatic mode can also be selected.

Such a powerful Audi is of course fitted with permanent four-wheel drive, which distributes the power variably to the front and rear axles by way of a viscous clutch. On the Audi R8 the legendary quattro system is adapted to the axle load distribution typical of mid-engined cars.

The chassis

The chassis features forged aluminium double wishbones at the front and rear. At the front they are triangulated, while at the rear the top one is triangulated and the bottom one is a triangulated wishbone with a track rod. This provides for optimum wheel control, and is a geometry which has proved itself to be the ideal solution in delivering agility, maximum steering precision and precisely defined self-steering characteristics.

Direct, hydraulic rack-and-pinion steering provides optimum feedback to assist the driver.

The spring and damper set-up is stiff in order to deliver maximum driving dynamics, while still providing a quite astonishing level of ride comfort. This is particularly true when the 'Audi magnetic ride' adaptive damper system is chosen as an alternative to the standard gas-filled shock absorbers.

The reason for this is that these shock absorbers employ an innovative technology. Instead of the conventional damper fluid, a magnetorheological fluid is used - in other words, a fluid whose viscosity can be influenced by an electromagnetic field. This effect enables the damping characteristic to be influenced electronically at will and instantaneously, by applying a voltage to the electromagnets.

Audi magnetic ride uses this property to deliver the correct damping forces in every driving situation, thus optimising ride comfort and driving dynamics. A computer equipped with sensor technology determines the prevailing driving situation in a matter of milliseconds. Drivers can choose from two driving programs depending on whether they want to drive in a highly sporty style - with the magnetorheological fluid adjusted to a low viscosity - or with the emphasis more on ride comfort.

The Audi R8 is fitted with 6-arm 18-inch wheels as standard, and can optionally be ordered with 19-inch wheels. The 235/40 size tyres at the front and up to 285/35 at the rear provide the necessary road-holding. This tyre configuration also ensures that this mid-engined sports car is always able to translate the dynamism of its drive train and chassis into optimum grip and maximum lateral dynamics.

The mid-engined sports car's long wheelbase and extremely low centre of gravity ensure that it always retains maximum stability, resulting in superb agility, finely attuned responsiveness to any driver input, and high levels of safety.

Equipment and trim

Even the standard equipment of the Audi R8 meets the high demands of customers in this segment. Xenon plus lights, LED rear lights and daytime running lights, 18-inch aluminium wheels, an audio system with 7-inch monitor, an anti-theft alarm and Leather/Alcantara interior trim are just some of the items on the extensive list of standard features.

The range of optional extras leaves virtually nothing to be desired. A Bang & Olufsen sound system, featuring an output of 465 watts and 12 specially designed speakers, delivers surround sound of the highest standard. A microphone-based vehicle noise compensation system adjusts audio levels to changing road conditions and speeds.

The acoustic parking system and a rear-view camera help the driver to manoeuvre into even the tightest of spaces. The radio/navigation system plus, featuring a large-format colour monitor and MMI keypad, combines extensive functionality with extreme user-friendliness.

A range of coordinated and ideally combinable design and leather trim packages from Audi and from quattro GmbH can turn any R8 into the customer's personal dream car.

The wheels range offers design alternatives in sizes of 18 and 19 inches, fitted with 235/35 size tyres at the front and up to 295/30 at the rear. A total of eight exterior colours are available, from Ibis White to Phantom Black, pearl effect.

The craftsmanship

The Audi R8 is being built on a small-lot production line in a specially constructed new block at the Audi plant in Neckarsulm. The entire production process - from the bodyshell construction to final assembly - is organised in the same way as a craft workshop. Small teams of specialists accompany every step of production, subjecting every part and component to intense scrutiny. This ensures that every one of the maximum of 15 cars per day built will more than match the customary high quality standards of the Audi product range.

The equipment specifications, data and prices stated here refer to the model range offered for sale in Germany. Subject to amendment; errors and omissions excepted.

Related:
More on the Audi R8 [internal]

Our friend Suz once had a Geo Metro that we named "Ronnie James." It had a 1.3L four-cylinder. What else has a 1.3 Suzuki four? That's right folks, the GSX 1300R, aka the Hayabusa. We often fantasized about such a transplant. Tyler Brunkhorst, a car-modeler on the upcoming XBox 360 auto bonanza Forza Motorsport 2, didn't, as far as we can tell swap in a 'Busa mill, but he did add a supercharger to his Metro and claims that it could take his boss' Audi RS4. Now that's a grudge match we'd like to see.

The 2007 Audi RS4 Arrives at Turn 10 [Forza Motorsport]

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The Most Unlikely Half Mill Never Spent: The General Lee-Roy [Internal]