Audi R8 V10 Plus Tuning Guide — Best S1 Setup

Class Range: S1 900 | Base Horsepower: 610 hp | Drivetrain: AWD | Weight: 1595 kg | Best Class: S1 900

The R8 V10 Plus is an all-rounder in FH6, and honestly it might be the easiest AWD supercar to get into in S1 class. The naturally-aspirated V10's throttle response is something turbo cars can't match — you get exactly what you ask for, with zero turbo lag to worry about. Add in a 1595 kg curb weight, which is light for an AWD supercar, and its cornering agility is clearly better than heavier rivals like the GT-R.

Stock form is already strong, but it has two small flaws. First, Quattro AWD defaults to a front-wheel bias, so you occasionally feel understeer on corner exit. Second, even with the stiff-ish suspension, you can feel tiny vibrations under high-speed compression. Both are fixed with differential tuning and damper tweaks — no big overhaul needed.

The best part about the R8 is the sense of control it gives you — you're never being dragged along by the car, you're the one driving it. That's rare in S1 class; most cars are either too tame or too wild, and the R8 sits right in the middle.

Best Tuning Setup for S1 900

The Track build is what I recommend for most people. The extra horsepower of the Road Racing build is useless on technical circuits and only hurts handling. The Track build's 685 hp looks smaller on paper, but the NA V10's fast rev response means its actual lap times are better.

Tuning Parameters — Every Setting Explained

Tire Pressure

Front 2.0 bar / Rear 2.0 bar. Equal front and rear because the R8's weight distribution is relatively balanced (42:58). Pressures settle around 2.2 once warm, and tread temperatures stay very even at this pressure.

Transmission

Final drive ratio 4.30. Tighten gears 1–5, keep 6–7 at normal spacing. The NA V10's power band lives between 6000–8500 rpm, and the close ratios keep revs inside that window after every upshift.

Alignment

Front Toe -0.1 / Rear Toe 0.0, Front Camber -1.8 / Rear Camber -1.5, Caster 6.5 degrees. The higher caster is there to boost high-speed straight-line stability.

Anti-Roll Bars

Front 30.0 / Rear 30.0. Equal front and rear — the R8 doesn't need the anti-roll bars to set balance because Quattro's torque split already handles it.

Springs

Front 650 / Rear 680 (lbs/in). About 20% stiffer than stock, which — combined with the weight advantage — cuts cornering body roll dramatically.

Damping

Rebound Front 8.8 / Rear 9.2, Bump Front 6.0 / Rear 6.5. The R8's stock magnetic dampers are already excellent, so this is just fine-tuning. The slightly stiffer bump setting suppresses the tiny vibrations through fast corners.

Aero

Front-to-rear downforce ratio is about 4:6. The R8 is mid-engined, so the rear axle already has more natural grip than the front, and the aero is appropriately rear-biased. Set the wing angle to medium-high.

Brakes

Brake balance dead center at 50%, pressure 125%. Carbon-ceramic brakes come standard, so give them full pressure — pedal feel is excellent.

Differential

Front diff Accel 50% / Decel 20%, Rear diff Accel 75% / Decel 35%, center diff 60% rearward. This is the most important set of settings. The 60% rear bias sends more power to the rear axle on corner exit, which effectively dials out Quattro's understeer tendency.

Driving Tips

One thing to remember when driving the R8: trust the nose. The front axle has far more grip than you'd expect, so turn in boldly with the throttle applied and Quattro will sort the rest out. Mid-speed corners are the sweet spot — third gear at 5000 rpm with half throttle, and you can hear the V10 singing behind you. Be a bit careful in fast corners — if you come in too hot and it starts to push, just lift off, don't touch the brakes. And the sound is just stupid good; a V10 screaming to 8500 rpm is easily a top-five noise in FH6.

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