Second generation Audi R8 V10 Plus takes the fight to the Lamborghini Huracán

Meet the Audi R8 V10 Plus. ‘Plus’ what, you ask?
Well, Audi is German after all, and the practical efficiency to the use of the word ‘Plus’ is almost ruthless. In terms of nomenclature, the Italians have the world beat with their evocative multi-syllable names that practically have you purring and tasting the feel of the model as it rolls off your tongue.

The ‘Plus’ in R8 V10 Plus refers to the pluses in downforce, performance and power over the ‘regular’ V10. The ‘Plus’ model isn’t new to Audi’s R8 ranks, although Singapore only saw the Plus towards the end of the last generation R8’s V10 S tronic model, priced at a rather eye-watering S$900+k.

We have no idea how much the new R8 V10 Plus will cost, but last gen’s retail price wandered rather close to the borders of supercar territory.

What kind of numbers are we talking about?
Consider these figures: naturally-aspirated 5.2-litre V10, 610bhp and 560Nm. 0-100km/h takes just 3.2 seconds and top speed is rated at 330km/h. Sound familiar yet? They should, because these are practically identical to the Lambo’s. Now this is cool if the price is comfortably Audi with Lambo performance levels, but anything closer to the Huracan (i.e. within S$150+k) becomes a cause for concern, especially since we understand the Singapore dealer for Lamborghini has priced the Huracan very attractively. Like the Huracan, the R8 V10 Plus is built on the familiar ASF (Audi Space Frame) with modular carbon bits – it comprises 79 per cent aluminum and 13 per cent carbon-fiber-reinforced polymer (CFRP).

Will there be another V8?
When Audi first launched the R8, it was with the entry-level V8 first before the V10 came along, since it was then the brand’s first serious sportscar. According to the product folks at the launch event, now that the R8 is recognised as a bona fide member of the super-sportscar fraternity, the brand has decided to unveil the top-trump models first, with perhaps a smaller engine version to follow, although there is no indication if this will be the naturally-aspirated V8…

How does it look?
We see a lot of the recently launched TT in the R8’s front lights, with the V10 Plus adding a fixed rear carbonfibre wing, which helps improve downforce and reduces 2.5kg from its weight vis-a-vis the regular V10 (1595kg vs 1555kg for the Plus). Our firecracking Dynamite Red test-car is shod in 20-inch forged alloy wheels in a BBS-style multi-spoke design. Coupled to the rear wing, carbonfibre side-blades and black tailpipe tips, it certainly looks the part of the lean, mean machine that acquitted itself admirably in the rubber-necking department as far as passers-by were concerned.

Inside, it gets the TT-style aircon controls and a minimalist centre-console. ‘Multi-function’ steering wheel takes a new meaning with the new R8, because the important drive controls have been relocated to the steering wheel, including ‘Start/Stop’, Sports Exhaust, Drive Programmes and an additional Drive mode for the Plus, which lets the driver select one of three additional performance modes for Dry, Wet and Snow surfaces. The normal seats are already snugly sumptuous with the fully-electric sports seats – optional bucket seats are available for regular track use, but they could only be adjusted for pitch so the angle might be awkward depending on body-type. 

How does it drive?
The acceleration is explosive, but it’s a pity the sound in the cabin is only a pale shadow of the rousing soundtrack that those outside get to enjoy. There’s nothing artificial to the V10’s soundtrack, which is refreshing in this digital age. The shifts of the seven-speed dual-clutch system are too seamless – we’re pretty sure driving purists will enjoy some shift-shock to accompany each gear-change.

Compared to its predecessor, this new model is 40 per cent stiffer in terms of body rigidity, and this is felt on the winding roads. There’s precious little flex on the winding roads, while on the Algarve Circuit, there’s a newfound agility to the R8 V10 Plus that brings to mind the special edition R8 GT from the last generation. Turn-in is sharp, but we felt the steering could do with a better weighting, especially in the more aggressive driving modes. The chassis can be playful and the car’s reactions are always on tippy-toes and more than eager and willing to do the driver’s bidding. We’re probably lapping a lot quicker in the V10 Plus than in the Cayman GT4 we had some months ago on this same track, but the steering and communication of the Porsche meant we were better plugged-into the car and its grip thresholds compared to the R8.

The V10 Plus’ ride is firmly damped on regular roads, but the flip side is the sublime level of body control that accompanies this when the road gets winding. Unlike its predecessor, the latest V10 Plus can be specified with the cost-optional AMR (Audi Magnetic Ride) to provide decent levels of comfort when one isn’t in the mood to be pressing hard. – STORY: DAVID KHOO in Portimão, Portugal / PHOTOS: AUDI