Audi R8 GT V10: 333 units under the Tours sun

The R8 first appeared in the Audi range in 2007. At the time, it was the only supercar offered by the brand, positioned at the very top of the range, above all the rest. It shares its platform with the Lamborghini Gallardo, which is owned by the same Volkswagen Group: the same 5.2 FSI V10 engine and the same six-speed R-Tronic gearbox.

The first generation was available with two main engine options: a 420 ch 4.2 FSI V8 with a manual or R-Tronic gearbox, and a 525 ch 5.2 FSI V10 with R-Tronic. The R8 GT is the final model in this generation. Audi is releasing a limited edition of 333 units worldwide, with the V10’s power output increased to 560 ch.

Compared to a standard R8 V10, the GT is 100 kg lighter, bringing its kerb weight down to 1,525 kg. It officially accelerates from 0 to 100 km/h in 3.6 seconds, with a claimed top speed of 320 km/h. Torque distribution is rear-biased, with around 85 per cent sent to the rear axle and 15 per cent to the front, giving it a distinctly more rear-wheel-drive-like character than the other Quattro variants.

It is worth noting that this 5.2 FSI V10 is mechanically very similar to the one fitted to the 570 ch Lamborghini Gallardo Super Leggera, as Lamborghini has retained priority over maximum power within the group.

The model we received in Tours is number 21 out of 333, engraved on the steering wheel. It comes in a matt Suzuka color scheme, with carbon fiber fitted as standard throughout – unlike a standard R8 – on the side skirts, small spoilers and mirror caps. A small, lightweight Lexan window covers the V10 on the driver’s side.

The car has had a few additions fitted by the previous owner: a non-original valve-controlled exhaust system and a few stickers. The new owner, a friend of mine, plans to remove everything to restore the car to its original, matching-number specification.

Inside, the bucket seats come with harness and roll cage as standard options on the GT, transforming the cabin into something that looks more like a track cockpit than a road-going GT. The GT could therefore be ordered with various trim levels, with the bucket seats, harness and roll cage being configurable options. The carbon-fiber steering wheel on this particular car appears to have been added by the previous owner.

One detail is worth noting: a small aviation-style circuit breaker is integrated into the cockpit. The mount and wiring harness are engraved with the Audi logo, a sign that this is original equipment, likely linked to the Club Sport package.

The driving position is what it is: the floor is sloped, your legs are raised, and the passenger seat is frankly cramped on long journeys. In this respect, the R8 GT remains true to its DNA.

The R-Tronic is the gearbox that has been the subject of much discussion in these generations of the R8 and Gallardo. When driven gently, at a constant throttle, gear changes can feel jerky and unsettling. This behaviour is inherent to the very operation of the single-clutch automated gearbox, a well-documented characteristic of these models. In sport mode, with the engine revving high, the character changes radically: gear changes are crisp and the car presses you back into your seat with every acceleration.

The V10 revs beyond 8,000 rpm. With the valves open on a non-standard exhaust system, the sound is very similar to that of the latest-generation Huracán – due to the shared engine architecture – despite a gap of around ten years and far less stringent emissions regulations on this model year.

At 102 km/h on the speedometer in third gear, the thrill is already very much in evidence. The rear-wheel-drive-style weight distribution is evident in the handling, and acceleration from 4,000 rpm really pushes you back into your seat. Switching the gearbox to Sport mode clearly changes the game: the impacts during gear changes become noticeable, almost physical.

At Shiftech, every vehicle that comes through the workshop is systematically put through its paces on the dynamometer. This is a non-negotiable step in our process: it allows us to ascertain the engine’s true condition before any work is carried out, and to establish a reliable reference curve.

This is particularly relevant for an R8 GT. The V10 FSI engines of this generation are known for not always delivering their rated power. On a standard 525 ch R8 V10, recording 460 or 470 ch on the dynamometer is by no means unusual. The most common causes are carbon build-up in the combustion chambers and on the valves, and faults in the vacuum system that controls the valves in the intake manifold. In both cases, the engine no longer fills its cylinders properly and power drops, often without the owner really realizing it. You get used to your car.

Here, the result exceeds expectations. First run: 530 ch and 515 Nm. Second run, with the car warmer and the throttle applied more firmly to make it work harder: 516 ch and 502 Nm. The logs are clean: no misfires, no fuel richness issues, no fault codes. For a 2012 engine with 9,000 km on the clock, this is a very healthy result – probably the best we’ve achieved on the R8s tested on the dynamometer within our network. A few small sparks from the exhaust at the end of the session – a sign that the engine is running well.

If your V10 or V8 FSI doesn’t seem as responsive as it used to, we can get to the bottom of it. At Shiftech, a diagnostic test costs €99. In a single session, we read the logs in real time and check the air-fuel ratio, ignition timing and misfires. You’ll leave with a clear picture of exactly how your engine is performing, and what needs to be corrected if necessary. For V8 and V10 FSI engines that need carbon cleaning, we can also take care of that at our centre.