Audi R8 V10 Plus

The second-generation Audi R8 (Type 4S) debuted in 2015 and shared roughly 50% of its parts with the Lamborghini Huracan, including the glorious 5.2L naturally aspirated V10. The V10 Plus variant pushed output to 610 hp, making it the most powerful Audi production car at the time. Unlike its Lamborghini sibling, the R8 was available exclusively with Quattro AWD, and Audi's magnetorheological dampers gave it a dual personality — comfortable grand tourer in Comfort mode, track weapon in Dynamic. The R8 was also the first production car to offer laser high-beam headlights. Audi discontinued the R8 in 2023, making it the last of the naturally aspirated Audi supercars. In FH6, the R8 V10 Plus is one of the most approachable S1 cars — fast, forgiving, and blessed with one of the best engine soundtracks in the game.

The Audi R8 V10 Plus won't dance like a RWD car. Accept that upfront and you'll appreciate what it does instead: it demolishes lap times through consistency. Every corner exit is identical. The front tires pull you through understeer moments that would have spun a rear-drive car two corners ago. In FH6's variable weather — where a dry race can turn wet mid-lap — that predictability converts to positions gained while others are pirouetting into the scenery. The tradeoff is feel. The steering filters out some of the chassis nuance that RWD competitors serve up raw. You won't get the delicate, fingertip balance of a car rotating around your hips. What you get in return is the confidence to push harder, brake later, and commit to corners with less mental overhead.

Stock, the Audi R8 V10 Plus understeers politely at the limit — safe, predictable, and a bit dull. Spend 50k CR on suspension and a rear anti-roll bar and it transforms. The front end bites on turn-in with genuine urgency, the rear rotates just enough to point the nose at the apex, and the AWD system handles the rest. You can drive it at 9/10ths all day without breaking a sweat. In FH6's extended Goliath runs, that accessibility matters — you'll still be hitting apexes on lap 5 while the RWD drivers are either exhausted or in a barrier. The engine note has been recorded with proper dynamic range; shift by sound alone and you'll never touch the rev limiter.

The Audi R8 V10 Plus rides curbs with authority. Where RWD cars skip sideways over rumble strips, the front axle pulls the car straight and the rear follows obediently. This is a genuine competitive advantage on FH6's tighter circuits where the fastest line often involves heavy curb usage. The chassis absorbs single impacts well — one wheel on a curb, three on pavement — but struggles with simultaneous bumps to all four wheels. Avoid the stacked curbs on the Urban Street circuit's chicane. The car will buck sideways and the AWD system can't correct it before you're in the barrier. Single-curb attacks only.

For about 255,000 CR you can turn the Audi R8 V10 Plus from a stock S1 car into a class leader. The key is spending in the right order. Tires. Weight. Suspension. Then power. Prioritize: Race slicks, max weight reduction, race ARBs, aero (splitter + wing), ECU remap. Budget around 255,000 CR for this baseline.

Event-flexible build — Race tires, sport suspension (not race — you want some compliance for curbs and dirt sections), weight reduction stage 2, street aero, and full bolt-on engine mods short of turbo conversion. This car can enter any race type without feeling compromised. PI around 874. Budget 190,000 CR. The best choice if you want one car for road, street scene, and light off-road without swapping tunes.

Rally-cross conversion: rally suspension with raised ride height, off-road tires, and the center diff set to 70% rear bias. The AWD system plus dirt tires makes you competitive on any mixed-surface event without sacrificing too much asphalt pace.

Most AWD platforms benefit more from bolt-on mods to the stock engine than from any swap. The factory motor is already well-matched to the drivetrain; focus your credits on chassis and aero instead. A fully maxed Audi R8 V10 Plus — every upgrade, no budget limit — runs roughly 280,000-450,000 CR depending on swap choices and auction house luck.

For speed zones, raise the ride height by 2 clicks. The extra suspension travel helps absorb bumps at high speed without unsettling the chassis.

Turn off the racing line assist once you know the track. The suggested line is conservative — it brakes earlier and turns in later than the car's actual limit.

The rewind button is your driving coach. Nail a perfect corner, rewind five seconds, and try it again with a different line. Repeat until it's muscle memory.

Stay on asphalt. FH6 has plenty of dirt connectors between roads, but this car's off-road rating means you'll lose more time in the dirt than you'd save with the shortcut.

Manual with clutch for drag builds; standard manual for circuit racing. The race automatic (tuned to hold gears in manual mode) is a viable third option.

Nearly identical to the FH5 version stat-wise, but the updated AWD physics make it more responsive on tight circuits. If you drove this car in FH5, the FH6 version will feel familiar but sharper.