A6/S6/RS6 [Official] 2014 AUDI RS6 Avant !!

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[Tumbo]

I f*****g LOVE this car!!

 

[martinbo]

I f*****g LOVE this car!!

And so you should. It's frakking beastly. Splendid machine.

 

[Deckhook]

If you ever had to own one car and use it for the rest of your days then this would be one car on a very short list of possibles.

 

[Deckhook]

0-100 4s - 0-200 13s - 0-300 42s. All these times are a little slower than the M5 so AWD is effecting it.

 

[kip]

95 ron fuel? winter tyres? Lots of things might affect the result.

 

[Tumbo]

Freaking insane... Insane I tells ya

 

[Deckhook]

95 ron fuel? winter tyres? Lots of things might affect the result.

Yeah possibly there's a host of things that might be the reason for it, all I was saying is based on the only video evidence we have it appears to be slower and not slightly either because from about 220km/h up its approaching 10km/h off the pace of the M5.

 

[Tumbo]

Yeah possibly there's a host of things that might be the reason for it, all I was saying is based on the only video evidence we have it appears to be slower and not slightly either because from about 220km/h up its approaching 10km/h off the pace of the M5.

Let's cut this talk about vs M5 just based on a video and an own clock, until they meat in a real test. There is no way the RS6 is slower then the M5. That is IMO of course. I think it will be dead even.

 

[Deckhook]

Of course proper comparison tests will determine whether its competitive or not, personally I reckon it will be up there. Wasn't meaning to turn it into a verse discussion, only commenting on what I saw and using the M5 as a reference to give its performance in this video some perspective.

 

[JHF]

We're on a stretch of the Autobahn just a few miles outside Munich. It's a restricted two-lane section littered with trucks and taxis, but there are a few wide-open swathes with less traffic and no speed limits. A dawdling VW Golf pulls right and we give the accelerator a determined kick. The 2013 Audi RS 6 takes a gulp of air, summons its turbos and unleashes its 552-horsepower V8 on all four wheels.
Moments later, we're traveling on the high side of 150 mph, scything past traffic in a matte gray wagon with space for dogs. It's still pulling hard at 170 mph before a blind curve and an instinct for self-preservation call for a lift of the throttle. In just a few seconds, the RS 6 has demonstrated its brutal efficiency and why it has such a cult following in Europe.
In the U.S., of course, the 2013 Audi RS 6 is something of a pariah. The market's antipathy toward wagons of any description ensures it won't be offered in North America, but its engine, chassis and cockpit will be found in the new Audi RS 7 hatchback that arrives this fall.
Under the Hood
The third-generation Audi RS 6 might just signal the end of the horsepower race. The apparently inexorable rise from the 311-hp RS2 of 1994 to the previous-generation, 572-hp RS 6 is over. The latest RS 6 eschews the old car's 5.0-liter V10 in favor of a 4.0-liter V8. A pair of twin-scroll turbochargers, mounted with the intercooler in the "V" of the cylinder banks, develops a "mere" 552 hp from 5,700-6,700 rpm.
Peak torque is up, however, from 479 pound-feet to 516 lb-ft between 1,750 and 5,500 rpm. This is a clue to the RS 6's subtly revised character. While the old model was from a world in which bigger was always better, the latest RS 6 is a more considered high-performance tool.
It is, for example, up to 40 percent more efficient than the old model. As you'd expect, stop-start technology is one reason for this, but the biggest difference comes from using displacement-on-demand technology. The concept isn't new (Chrysler's been running such a system for years and Audi already offers it on the A1 and A3) but it's the first time it's been applied to an RS model. At low to intermediate loads and engine speeds, it shuts down the intake and exhaust valves of cylinders two, three, five and eight. Audi reckons it's good for a real-world fuel savings of between 5 and 10 percent.
Straight-Line Thrust
The Audi RS 6 has always been about brutal, accessible performance. By Audi's own admission, many customers also own supercars, using this as their everyday ride. The RS 6 must be able to drop Grandma at lunch, then return in double-quick time.
This may be a wagon with 59.3 cubic feet of cargo space in back, but its performance is worthy of a genuine supercar. Its midrange thrust is nothing less than spectacular, and it's ably assisted by the eight-speed automatic transmission with paddle shifters. Combined with standard Quattro all-wheel drive, the RS 6 gains momentum almost by stealth, riding a vast wave of torque that sucks you toward the horizon like a scene from a sci-fi movie.
Audi claims zero to 60 mph in 3.9 seconds which, to put into context, is the same time claimed by the Ferrari F40. Top speed is limited, according to your option pack, to either 155, 174 or 189 mph. Unfettered, this car would be capable of more than 200 mph, or so Audi says.
Harnessing the Power
Curiously, the 2013 Audi RS 6 is being offered with two different suspension systems. For the first time, Audi's performance division, Quattro GmbH, has developed a car with an air suspension, and oddly enough it's for those who want to use their RS 6 as a tow car. Silly Europeans.
For those who don't feel the need to go camping with their RS 6, Audi offers a steel spring sport suspension system. The latter will be an option in most European markets, but Quattro GmbH development boss Stephan Reil believes it's the better, more engaging option for the enthusiast.
In Audi-speak it's known as "sport suspension plus with Dynamic Ride Control (DRC)" and features three-way adjustable dampers that are interconnected diagonally by oil lines and a central control valve, all in the name of minimizing body roll. Also on the options list is Dynamic steering, which allows you to play with the settings of the electromechanical power steering.
It all works in conjunction with a Quattro all-wheel-drive system that employs a self-locking center differential to vary the torque from front to rear. The default setting is 40/60 front to rear, but up to 85 percent of the torque can be sent to the rear in extremes. Audi's sport differential is also used on the rear axle, distributing force between the rear wheels.
Stopping power is provided by 15.4-inch front discs with six-piston calipers, although 16.5-inch carbon-fiber-ceramic discs are available as an option. They're housed in either 20-inch or 21-inch forged alloy rims. The latter wear 285/30R21 tires at each corner.
Driving the Beast
The 2013 Audi RS 6 is a giant bully of a car. Although Audi's claiming a 198-pound reduction compared to the old car, it still weighs 4,500 pounds by the time you add a driver. It's also the biggest car in the class, measuring 196 inches long by 76.2 inches wide (excluding mirrors). For all its sophistication, you never escape the impression there's a lot of car and a lot of inertia.
As a consequence, the Audi demands a textbook driving technique. Brake in a straight line, turn in smoothly, let the suspension take a set, then let the four-wheel-drive traction and vast reserves of torque drive the car out of the bend. Manage all that mass successfully and you have a car that can carry enormous speed in almost every condition.
The adjustable damping really does work. In its most extreme "Dynamic" setting it's so firm as to be borderline harsh, but at its most comfortable, it does a decent job of posing as an executive sedan. The old cliché "everyday supercar" has rarely seemed so appropriate.
A Noticeable Improvement
It's appreciably better than the old RS 6. Reil says the Quattro GmbH team was able to influence the design of the latest version of the A6 earlier in its development process, giving it a better baseline from which to work its magic.
The lighter engine also helps. The old car always felt heavy in the nose, a setup that also promoted understeer. The new model changes direction more fiercely and feels much better balanced, although the V8's roar never quite matches the sonorous cry of the V10, even if you opt for the sports exhaust.
So high are its physical limits that you're unlikely ever to properly explore them in the real world, which is a mixed blessing. Anyone expecting this giant wagon to do a neat impression of a 2013 Porsche 911 will be disappointed. It's not nearly as agile, and although the steering firms up nicely and is pleasingly direct, it's still lacking in ultimate feel. Rather like the latest 2013 BMW M5, the RS 6 is a deeply impressive performance tool, rather than a de facto sports car.
Final Thoughts
The 2013 Audi RS 6 is a classic high-performance Audi. The blistered wheel arches, understated yet purposeful styling and immaculate cabin are an oft-repeated recipe that has achieved a supersized fan base. It's not hard to understand the appeal.
It's difficult to think of another car at any price with such a combination of searing pace and real-world practicality. Only the Mercedes-Benz E63 AMG wagon comes close to matching the RS 6 as a consummate all-rounder.
All of this suggests that the RS 7 we'll actually get in the States will make quite an impression. Its role in life is slightly different, as it will go head-to-head with the BMW M5 and E63 sedans. There's no doubting that the Audi will have the pace to keep up with its compatriots, but whether it will have the finesse is still up for debate.


http://www.edmunds.com/car-reviews/features/2013-audi-rs-6-first-drive.html#

 

[JHF]

Damn, listen to this sound in this video (00:43) and article.

http://www.autoblog.com/2013/04/24/2013-audi-rs6-avant-w-video/

 

[Tumbo]

Back in 2008, I was fortunate enough to test the second-generationAudi RS6 Avant in southern France on the supremely well-sorted circuit at Le Castellet, a.k.a. Paul Ricard. I was thrown out there with the 572-horsepower bi-turbo 5.0-liter V10-equipped behemoth behind one of Audi's DTM pros and was convinced in short order that the flaming hippo in my hands was going to get the better of me on one or another of the track's tight esses. I made it out alive and invigorated, of course, but knew that that RS6 Avant was the heaviest that these thunderwagons should ever be allowed to get. At around 4,650 pounds with driver aboard, it was just way more lateral momentum at speed than any pilot needs on a track – or for that matter, on a favorite hot curving road.

Now it's time for the 2013 Audi RS6 Avant to lay us out with a flying scissor kick from the corner ropes. This version of the highway and byway marauder from Quattro GmbH is a decidedly greater piece of work than was the car I drove in 2008. This time, there will only be the Avant body configuration – no RS6 sedan – and, as with the previous generation, North America won't be at the receiving end when deliveries start at the end of July this year.

I can only whine loudly about what a pity that is; the new RS6 Avant with its 4.0-liter bi-turbo V8 is the absolute best Audi RS model I have tested in over a decade. It weighs in 220 pounds less than its predecessor, loses 20 horsepower, gains 37 pound-feet of torque, and torches the previous car's acceleration time to 60 miles per hour by seven-tenths of a second, or in other words, it needs only 3.8 seconds. That's seriously hair-brained action in a family-car wrapper. There are a few reasons as to why it's that much quicker, but one key is the greater 17.4 psi of boost pressure from each turbocharger versus the 10.2 psi per unit on the last generation's spec sheet. Then there are the tighter ratios of the eight-speed ZF automatic gearbox against the six-speed Tiptronic of 2008.

My test car has the Dynamic Package Plus and is let out to 190 mph.​

And that's exactly why I am so smitten: Audi RS models have routinely depressed me with their ultimate lack of racy finesse, leaving me invariably convinced that the S models are by far the best bet, as they at least deliver as much as they promise – and for a mess less cash. This time, this RS6 Avant was properly smacking me around when I wanted to be smacked around, squeezing almost all lateral staying power out of my torso and generally forcing the optional 21-inch Pirelli P Zeros to work harder than I've felt rubber work on any such car. This thing is delightfully disturbing.

Buyers of the RS6 Avant can get the stock setup limited to 155 mph, or they can grab the Dynamic package that takes things to 174 mph. My test car, painted Suzuka Grey Metallic (though it sure looks white), however, includes the Dynamic Package Plus – cue the chorus of angels – and is let out to 190 mph. To go with the added speed, the "Plus" includes carbon ceramic brake discs, a rear sport differential, RS sport suspension plus with dynamic ride control, dynamic steering, full LED headlights and an auto-dimming rearview mirror.

Audi estimates 3.9 seconds for a dalliance with 100 kmh.​

So, it's a holy terror... with a super hot auto-dimming rearview mirror. But it's also, of course, possibly the most practical expensive holy terror you'll ever come across. The RS performance seats up front – manual fore-aft adjustment, but automated all other ways – and the slightly elevated rear bench are comfortable, very supportive, and with buckets of space for all five folks aboard. In back, cargo is decent at between 20.0 cubic feet and nearly 60.0 cu-ft when you fold the seats and load to the roof like a coed returning to the dorms. Load flexibility is just enough back there, and this RS6 Avant also has a floor cargo net, a low load barrier on aluminum runners to keep everything from flying forward on hard stops, a vertical separation net and a cargo-hiding retractable cover.

Yadda-yadda, practical schmactical – I'm here for the 4.0-liter EA 824 bi-turbo V8 bolted into the eight-tenths-of-an-inch-lowered RS chassis. Audi estimates 3.9 seconds for a dalliance with 100 kmh, so we took the liberty of knocking off a tenth for the sake of the 0-to-60-mph run, making it 3.8 seconds. Yet if the RS6 Avant, as hefty as it is, doesn't do this dash in 3.5 seconds or less, I'll be the one most surprised. Driving this wagon on the various loops around Munich, I had a mental image of this ultra-hot A6 wagon rumbling along and my body attached to the steering wheel just waving like a banner flapping in the wind. The RS6 Avant is exactly this omnipotent, authoritative and dominating. Yet fuel use is 30-percent more efficient than the previous model's V10 thanks in part to the cylinder-on-demand technology, in part to the start-stop function and in great part to the higher-pressure and altogether wiser fuel-injection system.

At 190 mph, every single fuel-saving boast of the new V8 is thrown out the window.​

The Autobahn was drying off after a rain when I merged onto it, and was thus clean. It was also relatively empty and a three-laner. So off I went, torpedoes be damned. At 190 mph, every single fuel-saving boast of the new V8 with COD and start-stop is summarily thrown out the window as the Audi swigs the heady fuel liqueur, mad with power. Countryside in the periphery became a blur as my eyes stared bolt forward. The chassis' stability on 21-inch Pirellis is as though on the proverbial rails. The gusts of wind that happen following a storm front blowing through get shattered by the RS6 Avant ramrod, though this wagon does present one helluva frontal area with which to be dealt. Whatever windblown sidesteps that happen at this speed are deftly and subtly corrected by the sleek RS6 Avant shooting through the atmosphere. Coming down off such a multi-mile fling is sensational stuff – it's as though the Audi is asking you for a cigarette after all that passion-letting.

Leaving Audi Drive Select in full Dynamic mode via the onboard interface results in great exhilaration. But switching to Comfort or Auto and hanging loose in everyday driving is equally fine. The behavior of the eight-speed gearbox as dictated by the dedicated ECU is calibrated in expert fashion to allow complete smoothness whenever desired. Leave it in Dynamic mode at in-town speeds, though, and the loud sucking sound from the off-throttle backdraft of the optional RS Sport exhaust can also result in notable lurches from the powertrain. (Maybe it's just best to keep it at 190 mph at all times?)

The RS6 treatment is ridiculously better than the already good S6 treatment.​

That might not make for a refined drive, but I love this track-car style of reaction; this is RennSport, kids, not some cash-dragging marketing exercise like some other models wearing the RS badge. The RS6 treatment is ridiculously better than the already good S6treatment. Given that the base price would work out to around $107,000 if it ever came to the United States, it had damned well better be, too. That's getting toward Porsche Panamera GTSterritory, so there's no messing about with half measures allowed.

Even on tighter technical bits of Bavarian two-lane, the lowered RS6 Avant on its Italian treads, more rigid springs and adaptive RS dampers continues to wildly impress. The sheer thrust that one feels increasingly comfortable – and safe – carrying through curves is truly shocking, while understeer is nicely managed and the sport differential heightens the all-conquering feeling at the wheel. There's a lot of car here, but it has received the correct heart transplant from Quattro GmbH, and its mass feels almost light in most maneuvers. Add in the rear-biased Quattro all-wheel drive and ceramic brake discs, and the sports-car feel simply grows. And all the while that new RS exhaust music just makes me swoon.

They tell me that the RS7 will essentially be identical to this setup, and weigh 110 pounds less.​

The Audi marketing folks tell me that the RS7 will essentially be identical to this setup, and not softened up in any way, when it arrives at the very end of this year in the States. And they reminded me that the RS7 configuration weighs 110 pounds less than this RS6 Avant. For the RS7, we can look forward to paying upwards of $112,000. So far, there is approval to have the optional Dynamic Package for reaching 174 mph, but the Dynamic Plus Package as tested here has yet to get the green light. This all has something to do with the specific carbon ceramic brake disc supply, so it is likely that the 190-mph Dynamic Plus and all its goodies will arrive Stateside later in 2014.

If all this comes to pass as promised, North American Audi RS seekers might not have the emotion of this thunderwagon, but a similarly steroidal RS7 Sportback is not a half-bad thing to look forward to.

 

[Sunny]

EA 824 bi-turbo

At last an engine designation from Audi!

 

[JHF]

 

[Tumbo]

^What a monster.

 

[JHF]

2013 Audi RS6 Avant


In Europe, excessive displays of power and wealth are considered to be in poor taste. It’s why the luxury-car segment has been in decline there for years, and why high-performance sports cars remain a rare sight as well. But that doesn’t mean that Europe's wealthy are practicing ascetics. They just prefer their finery to lack flash. And nothing facilitates this philosophy more than a high-powered station wagon.
Witness this RS6 Avant, powered by a 553-hp, twin-turbo V-8. Car agnostics and busybody neighbors won’t know what you’re packing in your A6 Avant, a wagon usually fitted with a more pedestrian four- or six-banger. The initiated, however, will recognize the RS treatment, which includes wider rear fenders, broad front air intakes, darker head- and taillight reflectors, and—this is important—two large oval exhaust pipes.
Audi is actually using the RS6 Avant to experiment with its overall design language. Thanks to a new rear bumper, the "overbite" of the A6 taillights is gone. And up front, when either of the optional carbon-fiber or aluminum packages is ordered, the bottom portion of the RS6’s large grille is emblazoned with large-type “Quattro” lettering in a framed insert.

Flash to Pass
The translation for "Quattro," in this case, is "move over." As with theprevious-generation RS6 Avant, which packed an oh-no-you-didn’t 580-hp, twin-turbo 5.0-liter V-10 adopted from the Lamborghini Gallardo, the current RS6's 553-hp, twin-turbocharged 4.0-liter V-8 produces vicious acceleration at virtually any engine speed, as well as a lusty and aggressive exhaust roar. Even when cruising at or well above triple-digit speeds on the autobahn, a stab of the throttle catapults the 4500-pound wagon forward. Keep your foot in it, and the rush of acceleration doesn’t let up until you’ve maxed out at 155, 174, or a lofty 190 mph, your limit dependent on which governor setting you selected from the extensive RS6 option list. We’re told the wagon has a theoretical unchecked top speed of more than 200 mph.
The 553-hp 4.0-liter V-8 under the hood is not a unique piece; it is a variation of the same unit found in the S6, the S8, and the Bentley Continental V-8. Its massive 516 lb-ft of torque renders Audi's own seven-speed dual-clutch automatic unusable. To feed the torque to all four wheels, Audi relies on a remarkably quick-shifting, ZF-sourced eight-speed automatic. Thanks to the smaller displacement, cylinder deactivation, and an engine stop-start system, the RS6 Avant is rated at 24 mpg in the notoriously optimistic European cycle. When pushing hard, however, the reality is less than half of that mileage.

The chassis is engineered to match the powertrain's performance. Though less powerful than its Lambo-powered predecessor, the new RS6 Avant is less nose-heavy and 220 pounds lighter overall. The latest car can be fitted with 20- or 21-inch wheels, carbon-ceramic brakes, and a sports differential that distributes the torque between the rear wheels to help mitigate understeer. The standard torque split favors the rear, 60 percent to 40, although the ratio is variable according to available traction. As a result, this superwagon is more willing to dive for apexes than ever before, and it is easy to rotate the car with the throttle if so desired.
But station wagons are about practicality, as well. Comfortably equipped and endowed with a large and highly configurable cargo area, the RS6 can do double duty as a family car. Seemingly modest Europeans will be thrilled, as they get to keep the RS6 for themselves—it won’t be coming here. But U.S. buyers will soon get to sample—and flaunt—its hardware in the handsome RS7. View Photo Gallery

Specifications >

VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
ESTIMATED BASE PRICE (GERMANY, INCL. VAT): $141,463
ENGINE: twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection
Displacement: 244 cu in, 3993 cc
Power: 553 hp @ 5700 rpm
Torque: 516 lb-ft @ 1750 rpm
TRANSMISSION: 8-speed automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 114.8 in
Length: 196.0 in
Width: 76.2 in Height: 57.5 in
Curb weight (C/D est): 4500 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 3.8 sec
Standing ¼-mile: 12.0 sec
Top speed: 155–190 mph
FUEL ECONOMY (C/D EST):
European combined cycle: 24 mpg

http://www.caranddriver.com/reviews/2013-audi-rs6-avant-first-drive-review

 

[Soup]

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[JHF]

^
Batman will sure love it

 

[Tumbo]

Okay. That's it. I quit. This is the sickest Audi e-v-e-r.