In-Depth Photos from Our Drive of the 2019 Audi R8

While we acknowledge that such concerns seem ridiculous when considered against the sonorous charms of the high-revving engine itself, they clearly matter to some.

Audi is rolling out a facelifted version, which arrives in the United States in summer 2019, likely as a late-arriving 2019 model.

In Europe, the update brings a gasoline particulate filter to help clean the V-10's tailpipe emissions and titanium valvetrain components that help raise output in the standard version to 561 horsepower, while the new Performance model (which replaces the Plus in the lineup) boasts 611 horses. It's unclear, however, whether the U.S. car will get those engine tweaks.

Except for some minor trim tweaks, the interior is effectively unchanged.

As before, the R8 majors in brutal efficiency rather than any of the fulsome driver flattery that some rivals are programmed to deliver. It gets things done in a serious fashion.

Cosmetically, the revised R8 is distinguished by more angular front styling, with bumpers incorporating upright winglet-style elements on both sides and a wider and hungrier-looking grille. Above this there are three smaller intakes which we're told are a reference to the Sport Quattro, a Group B rally legend of many years ago.

Expect this design signature to roll out across multiple future Audi models.

At the back are a bigger diffuser and two oval tailpipes in place of the current car's flat-edged outlets.

You'll be unsurprised to hear that the driving experience is close to what we remember of the outgoing R8. The engine remains the star of the show. Although unable to match the boosty low-down shove of its turbocharged rivals, it responds to the smallest throttle input without hesitation and has both the willingness and the enthusiasm to explore the upper reaches of its rev range—all the way until the limiter bites at 8800 rpm.

It doesn't have the snarl of the Huracán, but unlike the Lamborghini, which gets shouty at the top end, the Audi's noise seems entirely natural when being worked hard. Nor does it ever feel short on straight-line performance.

Corners show off the R8's modest tally of suspension revisions. While the spring rates and damper tuning are unchanged, the front end features an optional anti-roll bar made from carbon fiber and aluminum that shaves four pounds.

As before, the active steering effectively alters the steering ratio with a mechanical device in the steering column, quickening reactions at lower speed and making the rack slower at higher speeds for stability.

This gives very quick reactions in tighter turns, but the sense of the steering slackening takes some getting used to. Choosing the Performance drive mode locks it into a fixed 14.0:1 ratio. By contrast, the regular steering setup feels, well, regular—requiring more input but also feeling more natural.

The R8 Performance's stability-control system now boasts three additional modes, accessible once the car is turned to its own Performance setting: Dry, Wet, and Snow. None of these make it overtly playful, but it certainly seems to shrug off the challenge of hard track use.

The brakes remain disappointing. The Performance has carbon-ceramic rotors as standard, but they're addressed by a pedal that is generously boosted and lacks the feel necessary for real confidence on track. They certainly work well, but they add to the car's slightly aloof vibe.

The current-generation R8 is only three years old, but it already feels as if it is on the expressway to retirement. Audi has said it is not going to proceed with the partly developed V-6 version that it was previously working on.