Audi R8 ECU remapping
139 files available
About remapping
The Audi R8 accounts for 139 files in our catalogue, split between the 5.2 FSI V10 quattro and the 4.2 FSI V8 quattro — both naturally aspirated, high-revving engines shared in part with Lamborghini. It is the brand's mid-engined supercar.
Stage 1 makes up 92 files against 47 Stage 2 — a very high second-level proportion — plus 11 pop and bang. Being naturally aspirated, gains are modest in figures and sought mainly in response. The ECUs include MED9.1, MED9.1.2, MED9.1.5, MED17.1.1 and DQ500 transmission units.
Model highlights
- ›92 Stage 1 files and 47 Stage 2: a very high second-level proportion.
- ›Coverage of both the 5.2 FSI V10 and the 4.2 FSI V8.
- ›11 pop and bang files, consistent with the model's character.
- ›ECUs including MED9.1, MED9.1.2, MED9.1.5, MED17.1.1 and DQ500.
Fuel split
Engines and gains
| Engine | Fuel | Stock | Stage 1 | Stage 2 |
|---|---|---|---|---|
| 5.2 V10 Performance | Petrol | 620 hp | 640 hp +20 | — |
| 5.2 V10+ | Petrol | 610 hp | 630 hp +20 | — |
| 5.2 V10 | Petrol | 540 hp | 582 hp +42 | — |
| 4.2 V8 | Petrol | 430 hp | 448 hp +18 | 465 hp +35 |
Indicative figures from the technical catalogue; confirmed when you request the file.
Power curve
5.2 V10
ECUs
ECU manufacturers
Available services
Remapping services
Stage 1
Optimising the original map with no hardware changes: more power and torque, full reliability.
Stage 2
Remap for vehicles with mechanical upgrades (intake, exhaust, intercooler…).
Speed limiter removal
Removal of the factory speed limiter.
Pops & bangs
Pops & bangs exhaust effect (on lift-off and gear changes).
Why remap with Repromatronic
- ✓More power and torque with engine-safe tuning
- ✓Sharper throttle response and nicer driving
- ✓Potential fuel savings in normal driving
- ✓Files built from the original and 100% reversible
- ✓Made by technicians with thousands of projects behind them
Are you a driver?
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Log in as a professionalFrequently asked questions
How much can a naturally aspirated V10 gain?
Less than a turbo, because there is no boost pressure to adjust. Gains are felt mainly in response and in the upper rev range.
Why so much Stage 2 work?
Because many of these cars arrive with exhaust or intake modifications already fitted. Stage 2 assumes that hardware; if your car is standard, Stage 1 applies.
Is it risky on an engine like this?
It requires specific knowledge and conservative margins. We always start from the original file, which we keep, so the work can be reversed.