2024 (74) Audi R8 5.2 FSI [570] V10 Performance Ed 2dr S Tronic RWD

By Jonathan Crouch

Introduction

The second generation Audi R8 became fiercer and more focused in this improved post-2019-era form, with enhanced versions of a 5.2-litre V10 engine that provided near-supercar levels of performance. There were dynamic changes along with styling updates and, as with earlier versions of this MK2 R8, buyers chose between Coupe and open-topped Spyder variants. Plus of course there was quattro 4WD that made this a super sports car for all seasons; and all reasons.

History

There was a time when some in the industry questioned the super sports car credentials of this model, the Audi R8. They no longer do so now - and we're going to find out why in our review of the revised post-2019-era version of this second generation model. They say that success breeds success, but the reality is that it breeds expectation. Back in 2006, Audi commemorated victory in the Le Mans 24-hours race by launching its very first super sportscar, the R8, and that original 'Type 42' design surpassed almost everybody's expectations by nailing the junior supercar brief first time out. It was the first contender in years to properly scare the benchmark player in this segment, Porsche's 911, something that models from BMW, Mercedes and Jaguar had been trying to do for decades. With this second generation 'Type 4S' model, first launched back in 2015, the brief was subtly different. Audi wanted to charge more for the R8 and that meant it also had to be able to credibly challenge really exotic super sports car models of the time like Aston Martin's Vantage and McLaren's 570S. Ingolstadt might not have had quite the badge credibility of brands like these, but it's contender still had something those famous marques by then no longer offered; the kind of old-style normally aspirated engineering that always used to make cars like these so special. The turbocharged engines that all other contenders in this segment were all using by 2019 were efficient and extremely powerful, but there was still nothing quite like the sort of high-revving normally aspirated unit that got one last outing in this facelifted MK2 R8. As before, it was a 5.2-litre V10 offered in two states of tune and mated to a seven-speed dual-clutch paddleshift gearbox, but with this improved car, increases in both power and torque pushed all variants over the 200mph barrier for the first time. Audi also tweaked the suspension, the steering and the drive modes, while also introducing a subtle facelift for both available body styles, this Coupe and the alternative open-topped Spyder model. As before, the basic engineering formula here was shared with Lamborghini - and with the R8 LMS GT3 race car that rolled down the same Audi Sport GmbH production line as this road version. What we were served up here was the fastest and most powerful Audi had ever made, a triumph on the track that claimed to be a revelation on the road. There was a 'Performance Decennium' edition sold in 2019. A rear-driven model sold briefly between 2020 and 2021. And there was a GT special edition in 2023. Sales finished in 2025.

What You Get

If you happen to be familiar with the original version of this MK2 R8, you'll immediately notice the changes Audi made as part of this mid-term refresh. The Singleframe radiator grille has a wider, flatter line, the corner air inlets were re-styled, there's a revised front splitter and these three flat slits under the leading edge of the bonnet are supposed to be reminiscent of the iconic Eighties Audi Urquattro model. In short, you would perhaps be more likely to notice a MK2 R8 in this form, though not necessarily for the right reasons. In profile, the large side blades - bisected on this second generation model by a flowing shoulder line - continue to be the car's most distinctive feature and the easiest identifier of the R8 variant you're looking at. With the base V10, they're finished in 'Mythos Black', while the V10 Performance derivative gets them in 'Matt titanium' - or optionally in race-style Carbon fibre. On the right hand side of the car, the top part of the blade surrounds a lovely motorsport-style aluminium fuel lid, while the upper part of the bottom section forms the starting point for a dramatic mid-level crease that flows up towards the door mirrors. The door handles are almost invisibly positioned in this shoulder line's shadow, while lower down, the light edges on these side sills have been fashioned to echo those of Audi's Le Mans-winning R18 e-tron quattro race car. The wheels are another R8 variant identifier, 19-inchers being fitted to the standard V10 and bigger 20-inch rims featuring on the 'Performance' models. At the rear, there are two key model-identifying features. The base V10 gets a retractable spoiler and chrome-finished exhaust outlets, while this 'Performance' variant features a huge Gloss Carbon-trimmed fixed spoiler (which helps generate up to 140kg of downforce) and Gloss Black-trimmed tail pipes. Actually, in both cases the exhaust outlets are merely decorative; the real pipes are hidden away beneath the plastic trim used for a lower diffuser that on this revised model was drawn upwards at each corner in a bid to make the car appear wider. Glance above the spoiler through the rear glass and, as ever with an R8, there's the piece de resistance, the enormous 5.2-litre V10 engine sitting in its own illuminated bay like a work of art in a display case. Once inside, where there are almost no changes over the original version of this MK2 'Type 4S' model, you're introduced to what Audi calls a 'luxury-level racing atmosphere'. As usual with any R8, one of the cockpit's key distinguishing features is what the stylists call the 'monoposto', a stylised large arc that encircles the driver's area of the cockpit, starting in the door and ending at the centre tunnel. Another distinctive touch lies with Ingolstadt's decision to dispense with a conventional centre-dash screen and package all the infotainment functionality into a 12.3-inch 'Virtual Cockpit' instrument binnacle display that completely replaces the usual set of conventional dials. What else? Well the driving position's almost faultless, positioning you a little higher than you usually would be in a mid-engined super sports car. And you enjoy particularly supportive Nappa Leather-trimmed seats, either the 'Sport'-style chairs of the standard model or the race-ready Bucket seats on the 'Performance' variant. As for practicalities, well there's more than you might expect in terms of cabin storage, with a big glovebox compensating to some extent for the tiny door pockets. The cupholders you'd have to do without in this car's Lamborghini cousin are here present and correct in a lidded compartment between the seats. Plus there's a coin slot to the left of the lovely aircraft-style gearstick and storage space ahead of it that includes USB connections, an aux-in point and a 12v socket. And beyond that? Well, were we to be graduating into this car from a 911, we'd miss the little rear seats that Porsche give you there, so useful for chucking a jacket or a designer shopping bag on to. Audi tried to compensate by providing a space behind the seats that it claims is large enough to accommodate a golf bag. Hmm It'd have to be a fairly small one You're certainly not going to fit anything of that sort in the boot. Given that huge engine display cabinet out-back, the luggage bay, as in a 911, is in the front. At 112-litres in size, it isn't very big at all, with further precious cubic inches occupied by a bag for the tyre repair kit that Audi provides in lieu of a spare wheel. To be fair, the boot beneath the bonnet of a 911 Turbo is about the same size, but it's also true that a comparable McLaren model gives you about 30% more space, while cars like the Mercedes-AMG GT are vastly more practical.

What to Look For

Most owners in our survey seemed happy. Make sure the car is in perfect condition. There's no reason why it shouldn't be but any dents, scratches or interior damage will knock values hard. It's a buyers' market right now. Check for crash damage at the front and inspect the tyres for signs of uneven wear. The majority of cars that crop up on the used market will have been equipped to well above standard spec. Typically, there will be around £10,000 worth of extras fitted and demand for the R8 is such that sellers will be able to reflect this outlay in the asking price. As for future residuals, well avoid outlandish colour combinations and this Audi should be a sound bet by supercar standards. The running gear is tried and tested and shouldn't throw up too many problems. Otherwise insist on a full service record. You can expect a clutch to last a minimum of 20,000 miles, and you should budget about £3,500 for a new one. Lower rear wishbones could also fail, requiring a new unit and hub - this could cost about £3,000 in parts alone. Magnetic dampers have been known to sometimes fail, too, at a cost of around £800 each.

Replacement Parts

(approx based on a 2019 R8 Coupe - Ex Vat) An oil filter costs in the £18 to £26 bracket. Spark plugs are around £22. An ABS sensor sits in the £58-£75 bracket. A rear brake pad set costs around £102. And the bespoke tyres are fearsomely expensive to replace; bear that in mind before you go track day showboating.

On the Road

That engine comes mated to 7-speed S tronic auto transmission and as before is offered in two states of tune. There's now 570PS in its standard guise, or 620PS if you go for the 'V10 performance' variant, a car that in Coupe form is capable of 62mph from rest in just 3.1s en route to 205mph. Stopping power is equally ferocious, particularly if you've got the ceramic brakes of the 'performance' version, aided by tweaks to the ESC system. Unlike most of its rivals, the R8 offers 4WD, a quattro set-up able to flash 100% of power to either axle instantly on demand and as a result, traction levels are astonishingly high. The car feels agile too, aided by a torque vectoring system, though a slight vagueness in the steering to some extent masks the small improvements made to the suspension and the steering of this revised model. As usual with Audi, there's a 'drive select' driving dynamics system so that you can tweak throttle response, steering, stability control thresholds and gearshift timings to suit the kind of progress you want to make. It includes a special 'performance' mode on the top version, with graphics delivered via the customisable screen of the brilliant 'Audi Virtual Cockpit' display that replaces conventional instrument dials. The 'drive select' set-up can control the suspension too if, as we'd suggest, you find the extra to get a car fitted with the 'Audi Magnetic Ride' system. On commuting journeys, there's a level of urban manoeuvrability that belies the relatively low seating position and this second generation design's considerable width. All from a super sports model that must still, when called upon, be able to deliver brutal performance, tremendous traction and astonishing agility. It's pricey to run of course - combined fuel economy for this 'V10 performance' version is WLTP-rated at a maximum of just 21.4mpg. But then you'd expect to have to pay for your pleasures.

Overall

The appeal of this 'Type 4S' second generation R8 has a lot to do with its engine, so it's just as well that the 5.2-litre V10 is such a glorious powerplant. It reminds you that normal aspiration produces a level of aural entertainment that a turbo unit can never quite match. This R8's also old-style in less positive ways - in terms of its camera-driven safety and autonomous drive technology for instance. There isn't much of it. Which puts it at a disadvantage to the eighth generation Porsche 911 that Audi must have had an eye on when updating this 'Type 4S' R8 model. Still, the changes made to the suspension, the power output, the steering and the drive modes made as part of this MK2 model's 2019 model year refresh were worthwhile and the styling updates give the car a little extra pavement presence. Ingolstadt clearly benchmarked key competitors and blended Latin exclusivity with Teutonic day-to-day usability, creating a finished product that's difficult to beat if you want a car of this kind you could drive every day. It's a very Audi supercar. And there's nothing quite like it.