2010 Audi R8

The new engine nestling at the heart of the 2010 Audi R8's aluminum space frame is essentially the same direct-injection unit as in the Lamborghini Gallardo LP560-4. But whereas the Lambo makes 552 hp in U.S. trim, the Audi manages with 518. And it weighs more too. Audi has traded this trivial 5% of power in order to make the noise levels more liveable day to day. And trust us, this is a car you'd want to use daily. The power deficit is almost entirely down to intake and exhaust differences. But, hey, milder than a Lamborghini doesn't mean it isn't wild. The new R10 accelerates, its maker says, from 0-to-62 mph in 3.9 seconds, and if you keep going flat out it'll knock on the double-century mph door.

The 2010 Audi R8 is dignified and livable too. The engine is comparatively subdued in urban and highway cruises. There's little wind noise, the cabin is comprehensively comfortable and generously equipped, the ride palatable, and there's not just a decent front trunk but a double-golf-bag space behind the seats.

Like the V-8-powered R8, the Audi R8 5.2 FSI quattro will come with either a traditional six-speed manual or R tronic six-speed sequential manual. Regardless of gearbox choice, Audi says the V-10 propels the 2010 Audi R8 5.2 from 0-62 mph in 3.9 seconds -- about a half-second drop from the 4.4 second 0-60 claim for the R8 4.2 and squarely in the supercar pantheon. Audi also claims the 2010 R8 5.2 achieves an average fuel economy of 17.2 mpg, an impressive figure for a 525 hp supercar.

Tipping the scales at 3571 pounds with the six-speed manual, the new 2010 Audi R8 is 132 pounds heavier than its V-8-powered brother, 77 pounds heavier than a 911 Turbo, and 50 pounds more than the latest Gallardo. Weighing down the Audi R8 are its longer wheelbase (104.3 versus 100.8 inches for the Lambo), its less radical materials, and its more generous equipment. While the Gallardo LP560-4 is a tight fit, the R8 offers more head- and legroom as well as a second luggage bay behind the seats, which expands cargo volume to 6.7 cubic feet. Like the R8 4.2, the 2010 Audi R8 5.2 gets a flat-bottomed steering wheel, but in the V-10 model it can be rimmed with a suedelike material. Exterior upgrades over the V-8 version include flared sideblades, extended sills, a larger rear diffuser, standard LED headlamps (an industry first but of no obvious benefit at night), different wheel designs, polished black front and rear air vents, and more chrome for the single-frame grille.

By and large, the most significant change lies with the 5.2-liter V-10 lurking behind the cabin. Though strikingly similar to the S8's motor (itself a de-tuned version of the Lamborghini Gallardo's ten-cylinder power plant), Audi's fitted it with direct injection and a dry-sump oil system exclusively for service in the 2010 Audi R8. The engine now produces 525 hp and 390 lb-ft of torque, which is reportedly more than enough to move the aluminum-bodied coupe from 0-60 mph in under four seconds and to a top speed of 196 mph. As with the V-8 car, the 2010 Audi R8 5.2 FSI Quattro makes use of Audi's legendary all-wheel-drive system, coupled to either a six-speed manual or the R tronic dual-clutch gearbox.

Many would say that the last thing the impressive Audi R8 needs is more power. To be honest, they're pretty accurate in that assessment. Still, the 4.2-liter V-8 is a tad linear in its power delivery for our taste and the R8 starts to fall on its face at 175 mph. The V-10 engine will fix the high-speed pull "issue" as Audi claims the 525 hp R8 won't run out of steam until 196 mph. As for the power delivery, we'll let you know when we drive the hotter 2010 Audi R8. The only question now is if Audi will sell the 5.2-liter V-10 R8 in the States. Here's hoping.

When we first tried the Audi R8 a couple years ago, the last things it seemed to need were two more cylinders and 100 extra horses. Which only goes to prove that even the finest sports car can always do with more power. In the case of the 2010 Audi R8 5.2, the 420-hp, 4.2-liter V-8 was replaced by a 525-hp, 5.2-liter V-10. Redlined at 8700 instead of 8000 rpm, the engine dishes up 391 instead of 317 lb-ft of torque. Although the torque curve peaks at a tall 6500 rpm, more than 350 lb-ft are on tap all the way from 3500 to 7500 rpm. Perfectly spaced and mated to a creamy yet meaty clutch, the six-speed gearbox combines short throws with sensuous connectivity and the classic aluminum gates. The R tronic works very well in paddleshift operation and in superquick sport mode, but when the lever is stuck in Drive, the transmission responds jerkily and somewhat reluctantly to impatient throttle orders.