RS6 comments

[Thorney]

I'm sure a few of you guys would like to add your comments

http://www.pistonheads.com/gassing/topi ... 6&f=57&h=0

[RSKicker]

It's a load of crap, but that article is quite old. Maybe he knows better now?

I'm sure a few of you guys would like to add your comments

http://www.pistonheads.com/gassing/topi ... 6&f=57&h=0

[johneroberts]

This seems to be more favorable [img]images/graemlins/grin.gif[/img]Mercedes offers 349 horsepower in its E55 AMG? BMW will give you 394 with the M5? Then Audi will produce 450. And so we get the RS6, a two-ton beast powered by a schmoozed-over version of the 4.2-litre 5-valve V8 used in the S8, plus two turbochargers with twin air-to-air intercoolers, modified cylinder heads for better cooling, sodium-filled exhaust valves and freer-flowing intake and exhaust. Once out of the factory, the power passes through a 5-speed automatic transmission as featured on the A8 W12 (also on the site), which incorporates shift paddles behind the steering wheel, the closest thing that will ever be offered to a fully manual transmission. There is quattro awd (the car is built by Quattro GmbH for Pete's sake!) which routes the horses down to the 255/35ZR18 tires. Audi's glorious overkill (at least until the RS6 is outdone by the next contestant) will leave your mouth watering: 0-60 mph in 4.6 seconds and 0-125 (I'm sure this little tidbit of information will come in very handy in your daily commute) in 17.8. So, yes, it's faster than the M5!

When you need to slow down, there are 8-piston Brembo calipers biting down on 14.4-inch pies in the front, with single-piston 13.2 inchers in the back. The RS6's suspesnion also impresses with Dynamic Ride Control (DRC) which is an all-mechanical spin on Mercedes' electronically controlled ABC active suspension. Hydraulic lines connect diagonally opposed shocks through a central reservoir, so that fluid can move around the car to selectively change the damping characteristics of the various corners. For instance, in an agressive cornering manoeuvre, as hydraulic pressure in the shocks on the inside of the corner is reduced, hydraulic fluid and pressure move the the diagonal outside shocks, stiffening them to reduce roll. Keeping 4000+lb of 450hp machine on the road is also taken care of by ESP, EBD, EDL and a bunch of other acronyms, as on the RS4. One of the main differences between this "R" and the RS2 and 4 is the apperarance of a sedan in the lineup, besides the familiar Avant layout. In North America it will be the only variant offered. Inside there is carbon fibre trim, special sports seats, electrically operated and trimmed with leather and Alcantara, air conditioning, electric windows and mirrors, CD player and optional satellite navigation, in-car television, and built-in cellular phone systems. Outside, save for new intakes for the intercoolers and the large twin exhaust tips, the RS6 looks very much like an A6. There will be 860 RS6s available when the model is introduced in North America, at a base price of under $85,000.

Taken from fantasy cars

[johneroberts]

[img]images/rsul/1056-audi_rs61.jpg[/img]
My personal favorite [img]images/graemlins/grin.gif[/img]
[img]images/rsul/1057-rs62.jpg[/img]

[johneroberts]

AUDI RS6
Audi RS6 issues a serious challenge
by Lewis Blom

The one rule I have learnt over the years is never to refer to perfection – somebody will immediately come down on you with something better. And then I went and fell into the trap last week while raving about the new Mercedes Coupe.

No sooner had the article appeared, than information on the new Audi RS6 hit the headlines. Now here, I quickly saw, was a serious challenge to both Mercedes and BMW. In fact, after reading the details, it would appear as if Audi have decided to take the bull by the horns and go for broke. This is the most powerful car ever built by Audi and is one very macho vehicle.

The Audi has always intrigued me. I mean, what sounds sexier than Audi Quattro? Not sommer four-wheel-drive, but permanent Quattro drive. From the first time I heard this delicious word, I had a yen to drive one. Had they produced 4x4 in the title, it would not have made much of an impression. Quattro, however, has such a man-thing ring to it.

The RS6 is, unfortunately, not destined for the South African market at this stage. You are going to have to import one if you want to own the RS6. It has, however, made its debut in European showrooms and appears to be headed to the top of the ladder in its class. Rumour has it that even Ferrari is wary of this new threat, despite their Maranello V12 flagship. BMW, Mercedes and Maserati are also nervously watching the latest sales figures in Europe.

Just what is it that sets the RS6 apart from its opposition? In short, power and handling. At the sharp end the car has a bi-turbo 4.2 litre V8 engine that sends it from a standing start to 100 km/h in just 4.9 seconds. And this is a big, luxury car!

The aluminium block engine has five valves per cylinder. These comprise of three inlet and two exhaust valves per cylinder. The two turbo chargers are further improved by intercoolers.

To list all the luxury items would take another full article. Suffice it to say that the RS6 is fitted with every luxury and safety item known to man. And the handling? Audi promises that this is very sweet indeed – just like in all their previous luxury models.

It’s that Quattro thing, my man!


Another satisfied customer [img]images/graemlins/grin.gif[/img]

[johneroberts]

Until now, top-of-the-range A6 culminated to 340 CH and 420 Nm. Not badly, you will say to me, but vis-a-vis a BMW M5 of 40 CH of which replacing it announces itself even more powerful, Audi preferred to take the initiative, and with its 450 CH, the RS6 can see coming... With its rims of 18 inches and its case of S6 lowered of 10 mm, the RS6 has paces of malicious, even with the stop! The modifications made to the body however remain very discrete. One will note the three large air intake with cells diagonal in the shield before (one in the center for the cooling of water, two on the sides for the cooling of the air of overfeeding) and reproduced with the back, where the two chrome exits of exhaust supplement the expressivity of the poop. Among the other distinctive signs of the RS6, let us quote the entourages of panes, the rear view mirrors external, the entourage of grill and, for the Front one, the bars of roof, out of aluminium chechmate.

Assembled by Cosworth in Great Britain, the engine of the RS6 was developed starting from atmospheric V8 of 4,2 liters of S6, with 4 camshafts at the head and 40 valves. The considerable profit of power (110 CH) and couple (140 Nm) is mainly to put on the account of two turbocompressors KKK (one by line of cylinders), assisted of two exchangers of heat, but it is not all. The exhaust and inlet manifolds were redrawn, the coolant circuit optimized so as to ensure an optimal dissipation of heat around the combustion chambers and valves, and the line of exhaust to double flow with reduced backpressure is the fruit of a new development.

Époustouflant V8!
Result: V8 with serious sonority and envoûtante which one never wearies oneself, who proposes 450 CH from 5700 to 6400 tr/min and 560 Nm between 1950 and 5600 tr/min, that is to say exceptional characteristics, at the base of a fantastic approval of control, and this on all the beach of modes. Four catalysts take care of depollution, but, contrary to Turbo Porsche 911, Audi RS6 is not able to satisfy the future standard Euro 4, undoubtedly because of its high mass. It is that, on the balance, the RS6 shows 1.840 kg (1.865 for Before), which is nothing.

Admittedly, that does not prevent the beautiful one (the animal?) to pass from 0 to 100 km/h in only 4,7 S (from 0 to 200 km/h in 17,6 S) and to begin again as of the low modes in manner époustouflante, without any response time. But as soon as the road is done more sinuous, physics and its immutable laws remember quickly to our good memory, where rather with that of ESP, which, in spite of a typing "sport", seemed to us to intervene still too early.

It's a pity that no "expert" mode barring from the interventions from the antipatinage and authorizing a more significant drift was envisaged, that would have made it possible to more benefit from the formidable motricity which authorizes the integral transmission quattro. A remark which already lets suppose that the RS6 wants to be rather sporting that hypersportive, and who will be confirmed thereafter.

The RS6 uses a nose gear with four aluminium arms and a triangulated rear wheel-axle unit with double transverse arms. But, compared to S6, the setting of the springs was increased by 30% and the diameter of the back bar increased stabilizer. As regards frame, the RS6 innovates especially with its DRC (Dynamic Ride Control), compensating for in a purely mechanical way the movements of pitching and rolling of the case. The principle of operation is as follows: the shock absorbers are connected between them two by two in diagonal via a central hydraulic valve. As of the entry of a turn, the DRC ensures a circulation hydraulic between the shock absorbers before and back, which creates an additional force of damping. Simple, but effective.

As for braking, it uses technology "compound" resulting from the competition. The discs ventilated out of cast iron (365 mm with front, 335 with the back) comprise an aluminium drum whose lightness contributes to reduce the masses not suspended while improving dissipation of the calories. The clamps front, fixed, count 8 pistons, the backs, more traditional, are floating with only one piston. Thus equipped, the RS6 is capable of decelerations of 10,7 m/s2, that is to say practically 1,1 G! Still let us add the availability of series of the pressure controle of inflation of the tires 255/40 R 18.

Comfort initially
Frankly effective with its boosté engine and its optimized frame, the RS6 wants to be also a very comfortable limousine. Sometimes to the detriment of the sportivity, which one can only regret being a car which, a priori, is addressed to an informed public. Thus, if everyone agrees to recognize excel it damping of the suspensions and the superb comfort of the Recaro head offices, it will be regretted nevertheless that the latter miss support for the thighs and the shoulders for a car of this hardening.

As regards transmission also, the originators seem above all to have wanted to privilege comfort. Because the RS6 is proposed only with one automatic box Tiptronic. With our opinion, it is there that the pack wounds truly. Into mode D, the box changes report/ratio very quickly and privileges the low number of revolutions. The traditional one. But at the wheel of a machine of 450 CH, it is difficult to accept the systematic passage to the higher report/ratio once than one raises the foot of the accelerator and the absence of rétrogradage to braking. It with what Audi answers by proposing intelligent orders the wheel via which it is always possible to intervene manually (even in D), electronics taking again control a few (long) seconds later.

The mode S, authorizes the rétrogradages with braking to him (in a a little brutal way at low speed), but it does not leave sufficient possibility to the driver of ordering a rise of report/ratio while playing of the accelerator. In the same way, on a sinuous road, the fast rising of foot sufficiently did not seem to us taken into account. Lastly, with only 5 relationship, the significant falls of mode between intermediaries do not have anything very sporting. Good, of agreement, considering the constant availability of the couple, the push remains impressive, but auditivement speaking, one already saw better!

RS6 or super S6?
Then, disappointing the new RS6? Certainly not. Rather let us say than it really does not go at the end of the sportivity, which is all the more astonishing as, in the A6 range, the 4.2 quattro and S6 exploit the same register already. The marketing of the RS6 is scheduled for September at a price which should turn in the neighbourhoods of 92.000 E (± 1.800 E of supplement for the Avant version). For information purposes, will know that a BMW M5 (400 CH, propulsion, box 6 mechanics) is posted to 77.800 E and that a Jaguar S-Type R (395 CH, propulsion, box 6 automatic) costs 71.500 euros.

Translation by Google

[johneroberts]

The way it finally changes into fifth gear at about 150mph is particularly
satisfying, I thought. Trouble is, the limiter means there's only another
5mph to go. Freed of that constraint, the Audi RS6 - the company's most
powerful production car ever at 444bhp - would reach, according to its prime
creator Stephan Reil of quattro GmbH, '303 to 305km/h'. Approximately.
Which, if we divide by the required 1.609, gives us 189mph. Approximately.
Here's another statistic. Between 1950rpm and 5600rpm, the torque of the V8
stays at a constant 413lb ft. What if the torque wasn't electronically
limited to this rarefied plateau, if the twin turbochargers could deliver
their maximum 0.8bar boost whenever they liked? 'Well, of course we could
have more torque, maybe over 600Nm (443lb ft). But there's durability to
consider.'
This is truly a mighty engine, mightier even than those of the Jaguar S-type
R and the BMW M5 which can muster just 400bhp apiece. Blip the throttle
under load and, on its way to the virtually lag-free release of revs and
thrust that is the kickdown, it roars like Tony the Tiger in need of another
Frosties fix. As you accelerate to, then through, the 3000rpm mark it takes
on a deep beat an octave below the usual V8 throb, and sounds like a
close-quarters encounter with some helicopter blades.
The RS6 is, as you would expect, based on the V8 S6 and shares that car's
widened wheelarches and aluminium bonnet. The engine, wheel and cosmetic
changes are obvious, but the RS6 also has a suspension tweak of
heart-warming simplicity. Dr Alex Moulton, inventor of British Leyland's
Hydrolastic and Hydragas systems as seen on the original MGF, would surely
appreciate this entirely electronics-free approach to adaptive damping.
That's right; the dampers displace fluid from one wheel to another via
interconnected pipes.
In this case, the connection is diagonal: front left to rear right, and
vice-versa. The pipe runs into, and out of, a cylinder on the other side of
whose piston is a pressurised, gas-filled chamber. There's also a by-pass
valve, through which fluid passes during body roll because the extension of
one damper can accommodate the compression of the other without moving the
piston against gas pressure. Here, the dampers are at maximum stiffness for
crisp cornering.
However, if one wheel hits a bump, the fluid is forced into the cylinder and
moves the piston against gas pressure, resulting in less of a build-up of
damping forces and a more supple ride. Or if both wheels' suspensions
compress simultaneously, as on an undulating road, fluid from both dampers
in each pair pushes the gas-piston up further, depriving the dampers of the
initial extra stiffness they normally have and giving a linear damping
response for smooth body control without choppiness. Audi calls it, simply
enough, Dynamic Ride Control (DRC). Invented originally by Yamaha as an
anti-dive system for motorbikes, it's a joint venture between a Spanish
damper company (APA) and a Japanese one (Kayaba).
So we're on a clear autobahn in Audi's first twin-turbo V8. It's almost a
twin-four engine, because the airflow meters, the KKK turbos with their
ultra-light turbine wheels, the intercoolers, the plenum chambers and the
exhaust systems are separate for each bank, a mixing of air occurring only
at the hefty, 82mm, drive-by-wire, driving-style-adaptive throttle body.
As an overtaker, it's extraordinary. There's no manual alternative, but the
five-speed autobox (borrowed from the mighty A8 W12, and reprogrammed for
much faster shifts) kicks down instantly when asked. In fact it's a little
too eager here when in non-sport mode; an engine this torquey can happily
hold a high gear, although kickdown is good if you want to emulate the
forces that can bring on a 4.7-second 0-62 time. Surely no saloon can beat
that.
Switch to manual Tiptronic mode, and you can use Alfa-like paddles on the
steering wheel. And here's why this is the best auto-turned-manual I've yet
tried. The upshifts are instant yet smooth, the downshifts positive and
rev-matched with a transmission lock-up which makes it feel like a real
manual-based 'box. Think Ferrari F1 without the surges and clonks.
So we're into proper driver involvement. Chassis-wise the old RS4 was sadly
lacking here, but the RS6 is the most talkative Audi since the original
Quattro. There's still some of the usual Audi rubberiness in the initial
steering motion, depriving it of the mechanical precision of its Jaguar
arch-rival, but once loaded-up in a corner the Audi proves agile,
spectacularly grippy on its 19in wheels, and unexpectedly
throttle-adjustable given its four-wheel-drive layout. Back off in a fast
bend, and you can cue a drift like an Impreza Turbo's.
And yes, it rides with decent suppleness despite the firm body control, so
DRC is clearly working. It stops very effectively, too, as you would expect
with eight-pot front callipers and decoupled, directional discs pinned to
separate hubs for stress-free expansion.
So, does RS6 trump M5 and S-type R? For pace, yes. For ultimate driver
involvement, not quite. But it's a close thing. Hail the ultimate quattro.

From Evo Magazine

[johneroberts]

The Lord of the Rings, or: Torque Baby! Torque!

by Frank Amoroso



What the Lamborghini Murciélago is to adolescent boys and those seeking the essence of exoticar sex appeal, the Audi RS6 is to bankers, lawyers and those seeking the quintessential stealth appeal of a world beater Q-ship. Prior to Audi’s purchase of Automobili Lamborghini SpA, seldom did one make mention of the two marques in the same sentence. While the RS6’s 450 bhp, twin turbo, 4.2 liter, V8 mill falls short of the bad boy Lambo’s motor, it certainly holds it’s own against a bevy of other sports cars. A quick scan of a recent Road & Track Road Test Summary and one discovers that the RS6 motor bests a large number of other manufacturers’ sporting models: Aston Martin DB7 Vantage, Bentley Arnage Red Label, BMW’s M5 and Z8, Corvette Z06, Ferrari 360 and 456, Jaguar’s R models, Lotus Esprit V8, Mercedes-Benz’s C32 AMG, CLK55 AMG, E55, SLK32 AMG, S55 AMG, and Porsche’s base model 911 Turbo. This is not to imply that the RS6 outperforms all of these vehicles, in the classical sense, it is just a data point in the ever escalating horsepower wars.



I have wanted to dislike the RS6 since rumors of the North American version’s diluted content first surfaced. For some time, I had expressed to Audi that if they imported an RS car into the US market, buyers would come. When the vehicle was announced, I felt obligated to take a serious look. However, $85,000 is a great deal of money for a car, especially one that depreciates like an Audi. To make matters worse, the rumors began to be confirmed, in order of severity: 1) no manual transmission, 2) no Avant for North America (the RS series cars have always been Avants, starting with the Porsche built RS2, and the quattro GmbH built RS4), and 3) no Recaro interior for North America. I even began to complain that the engine cover hid too much (all) of the engine from view.



Then, in mid June of this year, on a warm morning in central Germany all predetermined complaints were summarily rejected. Our group of five accomplished auto enthusiasts descended upon a Daytona Gray RS6 Avant and we put it through its paces. I’ll cut to the chase here and hand over the verdict. The RS6 is not just the consummate go-fast sports sedan, it is the proverbial wolf in sheep’s clothing, the Xtreme sports star of the four door sedan world. It’s acceleration, braking, and handling far exceeded expectations.



Twin turbocharged V8 - the heart of the matter.



While comparing horsepower numbers makes for some pleasant bench racing, it really is all about torque. The old adage states, “Horsepower sells motors, torque wins races.” The RS6’s 413 lb/ft of torque, available at 1,950 RPM, will win more than its share of stoplight drag races. More importantly, however, the beauty of this powerplant is not only the tremendous amount of torque available off idle, but also the top end power available up through near redline. What amazes most about the RS6? Imagine having your body firmly pressed into the seat every time you dip into the throttle. Now take this same sheer force, factor in four other, full sized, adults, and a full fuel load and the power delivery redefines reality. Such is life, however, when 4.2 liters of forty valve, four cam, V8 are backed by twin turbochargers. A wise person once rhymed, “There is no replacement for displacement.” Combine displacement with forced induction however, and you have a formula for immense power (ask any professional drag racer or semi-truck driver). One of Audi’s top powertrain engineers offered that the basic motor is a natural for 600 bhp! In fact, a pair of well known tuners, Sportec and MTM, have released their RS6 tuning kits. These programs already include reworked engine management firmware. This provides, in the case of MTM, up to 616 horsepower. To top things off, the view under the hood is quite satisfying. The purpose built nature of the carbon airboxes makes up for the missing view of the intake tract.



With the ESP switched off, the RS6 tears at the pavement for all available traction. It leaps out of the hole with a forward rush more impressive than any Audi short of a race car (S1 Quattro or R8). Think 911 Turbo with its torque (the same 413 lb/ft) available not only sooner but also longer throughout the rev range (however, you are in an Avant and you have four of your friends with you). If one thought of the original ’92 to ’97 S4 / S6 as a four door Carrera, think of the RS6 as a four door 911 Turbo.



The incredible propulsive forces aside, the exhaust note was a pleasant surprise. Audi, like many manufacturers, tunes vehicle exhausts such that one can barely discern if the motor is running. This is not the case with the RS6. The V8 burble is clearly conveyed through an aggressive exhaust note. The engine announces itself subtly upon startup, and quickly falls into a quiet idle. Open things up a bit though, and the engine becomes extroverted with a throaty growl that is a first for any modern Audi street car. Interestingly, all of this sound came from the rear of the vehicle. There was no discernable induction noise emanating from up front.



The only downfall of this motor, when driven hard, would be its appetite for fuel. We drove this vehicle relentlessly, as it is intended to be driven on the Autobahn. Cruising at 240 kph (~150 mph) was so easy, that we opted for extended stints at 280 kph (~175 mph). At this pace, one can actually see the fuel gauge move. The moral? If you want fuel economy, purchase an A2.



A Tiptronic transmission, in an RS series vehicle! First chink in the armor?



Much has been opined within the enthusiast community regarding a vehicle’s sporting nature (or lack thereof) given what type of transmission is fitted. It is common knowledge that semi-manual gearboxes, such as BMW’s SMGII, and Ferrari’s F1 unit provide superior performance, but as purists, our hearts belong to the manual gearbox. The system in the RS6 isn’t even a semi-manual, but rather a standard automatic (with a torque converter) with Tiptronic controls in the form of paddle actuators (a nod to a Formula 1 type driver interface). I refer to these gearboxes as manu-matics. While arguing the moral dilemma of manual vs. semi-manual vs. automatic gearboxes is akin to arguing one’s religion, I admit to disliking the idea of an automatic transmission in the RS6. After all, Porsche’s top sporting model 911, the GT2 Turbo, is only available with a manual transmission. Pure and simple.



Upon driving the RS6, I realized that the transmission is of no concern. If you can get past the stigma of an automatic transmission, you will not be disappointed. First off, I drove the vehicle in Tiptronic mode. While shift action is smooth (think non-jolting Ferrari F1 tranny), I quickly decided that the paddles are a novelty, a distraction, and a wasted effort. Upon this realization, I set the tranny selector in Sport mode, and let the tranny shift (or not shift) for itself. That’s correct. Unlike previous iterations of Tiptronic, the RS6 unit will hold gears in the middle of a turn. Can I get an Amen? Having driven S6s on both the track and street, I was most put off by the transmission’s propensity for mid-turn gear shifts. Conversely, we raced the RS6 through freeway on-ramps and off-ramps at speeds that would have your significant other threatening to leave you, and through it all, the tranny held the selected gear.



Many closed minded enthusiasts have already damned the RS6 due to the lack of a manual transmission. Keep in mind, however, that the RS6 is neither a sports car nor a purpose built track car, it is a 4,000+ pound street car. If you currently maneuver a manual transmission equipped vehicle through a major metropolitan area, and spend a few hours each day in terminally congested freeway traffic, you have probably wished for an automatic transmission, at least once.



So, the first potential disappointment, the lack of a manual transmission, had been put to rest. But, this is such a large vehicle, how will it drive? Most would call it a pig (by Porsche standards), others would consider it svelte (Bentley boys), it’s all a matter of perception. So how does it handle?



Power is nothing without (Dynamic Ride) Control. Audi’s gift to sports sedan enthusiasts.



One expects certain compromises as it pertains to sporty handling and four door sedans (witness the E39 M5 as the current benchmark for production sports sedans, especially in the area of handling / ride control). These compromises are magnified in Audi quattros, as they have their entire engine mass placed ahead of the front axle line. The laws of physics will always apply.



This being said, having driven the RS6 through the twisties, I am in awe of what Audi has accomplished. Nowhere, in the RS6, is Audi’s corporate slogan of “Vorsprung durch Technik” (Advantage Through Technology) more readily apparent than in the suspension and resultant handling prowess that the vehicle exhibits. See the RS6 press release for more technical info, but in a nutshell “The Audi RS 6 is the first model to be equipped with Dynamic Ride Control (DRC). A special damping system which counteracts movements of the vehicle along its longitudinal axis and transverse axis. Both shock absorbers on the same side of the vehicle are connected with the diagonally opposed dampers on the other side, each by means of one central valve.” What does this mean in the real world? The duality of purpose of a smooth and compliant riding vehicle (even with the optional 19x9 wheels and 255/35 R 19 tires!) that is befitting of a sports sedan, as well as providing sports car flat cornering with a composure that belies its mass. Quite simply, it works, and it needs to be driven mercilessly to be believed. Note, however, that we were driving on glass smooth German roads and Autobahnen. As such, one should strongly consider the standard 18x8.5 wheels shod with 255/40 R 18 tires for North American roads. Unfortunately, for those constrained by poor quality roads, the brake system fit to the RS6 precludes the use of 17” diameter wheels.



One can induce power-on oversteer if they so choose. A fact punctuated by a ride in a pair of RS6s at the Audi RS6 Driving Experience at this year’s Le Mans. Audi provided the ride on a Go-Kart track at the Fabled 24 hour of Le Mans circuit. The vehicle that I rode in was piloted by none other than the Austrian World Rally Car driver, Josef "Sepp" Haider! Experiencing a vehicle the size of the RS6 on a Go-Kart track is surreal. The car was slid through every corner (although some of the corners required the deft application of the handbrake) with a ferocity that concerned spectators standing on the outer edge of the track. I came away from these rides grinning with delight. The experience certainly bolstered my growing respect for the RS6.



Stopping prowess to match the forward progress.



Audi has had the basic design and architecture for the motor featured in the RS6 for more than ten years now. Top Audi brass had shelved this powerplant as they waited for the appropriate chassis, and, most importantly, a suitable braking system to keep this beast of a motor in check. DRC filled the bill from a chassis standpoint, and an evolution of the quattro GmbH RS4 brake system handles deceleration duties.



Front rotors are 365x32 millimeter cross-drilled (perforated in Audi speak), SHW units (floating cast iron friction ring mated to an aluminum hat by means of a floating pin arrangement) with radial vanes. They are clamped by Brembo’s latest and greatest monobloc technology, in the form of a four pad, eight piston titan of a caliper. Rear brakes consist of 335x22 millimeter cross-drilled SHW rotors, of similar design to the front units, paired with an aluminum single piston floating caliper (although they sure look like dual piston units to me). As expected, the ABS system, electronic brake-force distribution system, and ESP have all been tuned to match the sporting nature of the RS6.



So, how do they work? While we did not test the RS6 in a track setting, we did try a few firm stops on city streets, and we were forced to try a real-life panic stop from 200 kph (~125 mph). While accelerating, at wide open throttle, during a left lane pass on the Autobahn, a rickety delivery van pulled out in front of us. We were HARD on the brakes and ~5,000 pounds of weight transferred forward as the brakes did their job. We were able to avoid incident. With blood pressures and heart rates returning to normal, the general consensus was that the brakes were good, very good. The factory claims a sixty mile per hour to zero time of 2.6 seconds, and I would concur. The jury remains out on how these brakes will perform during the occasional track outing, but we can only assume that they will perform commensurately with the RS4’s brakes.



Business suit exterior, down to business interior.



Many have bemoaned the lack of an RS6 Avant for North America. Sadly, we are denied the Avant’s greater utility, added stealth, and coolness factor (to quote Autoweek, “What’d be cooler than a wagon with 413 lb-ft of torque and F1 paddle shifters on the wheel?”). On top of all this though, the A/S/RS6 Avant is widely considered as a more visually appealing shape. In its defense however, the RS6 sedan’s model specific rear bumper and small decklid spoiler combine to improve upon the basic A6 sedan shape. The RS6’s rear treatment is squared off and chiseled. It comes across as more masculine, and more aggressive, and, hence, more pleasing to the enthusiast’s eye.



The RS6’s exterior presents a duality of design that is aggressive, yet subtle. Model specific front fascia, rear bumper, rocker panels (superior to the lower door trim that adorns the S6, A6 4.2, and Allroad), and the aforementioned decklid spoiler combine to offer a well integrated design. Even so, my primary complaint with the vehicle is the lack of even more unique body panels. I am not looking for an outlandish, boy-racer (like BMW’s E30 M3) look, but I am looking for something that distinguishes the vehicle from the rest of the A/S6 range as the special item that it is (think BMW E46 M3).



Perhaps, the best way to illustrate my position is to point to the Audi RS4. Aggressive, yet elegant in its execution. The flared fender arches and the hard-hitting front and rear fascia of the RS4 blend very well to convey the appropriate emotion and purpose of this car. In comparison, the RS6 falls short in this regard. The RS6 should be more successfully differentiated, yet still understated. This being said, the design provides the stealth factor that many enthusiasts prefer in their sports sedans. Depending on color choice, this “sedate family car” will not attract undue attention from law enforcement.



The interior fit and finish is textbook Audi. Quality of materials and design are impeccable. The heavily bolstered Recaro sports seats are magnificent (pity they won’t be delivered with the car here in North America), and they do their job commendably. North American cars will come standard with a less aggressive sports seat (as well as optional Alcantara seating surfaces). Given the forces at play here, RS6 drivers will need all the help they can get to remain firmly planted.



The sum of all fears.



The RS6 provides world class acceleration, braking, handling, and comfort, all wrapped in a skin that cunningly conveys Audi’s intended message, a shot across BMW’s bow that signifies the M5 is no longer the undisputed king of the sports sedan hill. I have made several comparisons to Audi’s and quattro GmbH’s previous king of the hill, the RS4. The Europe-only RS4 is a very fast, precise, and superb piece, sadly Audi never imported them to North America. Prior to driving the RS6, the RS4 was my benchmark for sports car performance in something other than a sports car package. Granted, the RS6 is larger, heavier, and is only offered with a manu-matic transmission. However, given the huge technological prowess of the RS6, I would call the overall performance between the two a draw. Factor in the RS6’s torque (an RS6 loaded with five passengers provides similar acceleration to the RS4 loaded with two), and its larger interior, and the nod goes to the newer car.



Given one’s own personal price / value / happiness matrix the RS6 could easily stand as the Lord of the Rings. The cost in dollars will be tremendous (especially given Audi depreciation rates), but the “units of pleasure” derived from nailing the throttle of a fully burdened RS6 (mountain bike gear and three friends in tow) up the Summit of Vail Pass, Colorado, hearing the exhaust snarl, and watching M5s and naturally aspirated 911s shrink in the rearview mirror will be priceless.



Kudos to Audi for making the proper decision to bring the RS6 to North America. Know if only they would offer the Avant in Daytona Grey on Anthracite, with a Recaro (platinum piping)/ Alcantara interior, piano black trim, and Navigation Plus.

[RSKicker]

Why not try out the original story at http://www.s-cars.org ?

[johneroberts]

The records serve for being smashed and therefore to reach the RS6 from 450 CV here, that it becomes the more powerful model of the range Audios.
The 450 horses of the RS6 are a beautiful scuderia, very hidden under the elegant lines of the 6, than it differs from the smaller sisters for little aesthetic elements, than only the cultore it knows to savour with taste.
The RS6 above all must to its vitalità to the presence of one brace of turbocompressori and to the cure of

Cosworth Technology.
The propeller of "base" has been in fact affinato in the electronics, while in order to hold glue to earth this "wild animal" it has been rerun to the integral traction, see again the entire order that has been lowered of 10 millimeters. The power is tamed from a automatic gearshift to five relationships with sequenziale modality "Tiptronic".
Aesthetically, famous the new snout with the grill of the increased radiator and the bumper characterized from generous air inlet.
Posteriorly sure unnoticed the two finish them of drainage ovaloidi, while he is nearly imperceptible the spoiler. Adapted also the gommature.
A look decidedly sobrio that it does not have to draw in deceit the sportswomen, since under the cowling pulsa a heart from 560 Nm of the maximum, able brace to make to jump the RS6 from 0 to 100 Km/h in less than second 5 (4,9 for the precision) and to catch up the maximum speed quickly, autolimitata, of 250 Km/h.

27/02/2002 Laura Caregnato

[johneroberts]

The Audi RS 6 quattro in detail
Fastest ever road-going Audis reach Britain

Sept 3rd 2002: Audi AG - New Audi RS 6 quattro takes to Scottish roads ahead of September 1st on sale date

- Available in saloon and Avant forms for £57,700 and £58,800 OTR
- 450bhp and 560Nm from bi-turbo 4.2-litre V8 engine
- 0-62mph in 4.7 secs, 155mph maximum
- Tiptronic auto transmission with Sport setting - linked to steering wheel paddle shift
- Power delivered with precision thanks to Dynamic Ride Control and quattro four-wheel-drive
- Exceptional specification including satellite navigation and television*
- 700 examples scheduled for the UK (850 for the US), but supply is not limited

The world's most rapid production saloon and estate models - the Audi RS 6 quattro and RS 6 Avant quattro - have now arrived in Britain offering super-car rivaling performance and an exceptional, all-encompassing specification for £57,700 OTR and £58,800 OTR respectively.

Officially on sale in the UK on September 1st, the new A6 flagship is powered by a bi-turbocharged 4.2-litre V8 petrol engine with 450bhp, and is refined by a new adaptive Dynamic Ride Control system, which works in conjunction with quattro four-wheel-drive to deliver optimum composure and control.

The RS 6 quattro can cover the 0-62mph sprint in just 4.7 seconds, and 124mph can be achieved in an even more impressive 17.6 seconds (Avant 17.8 seconds). Top speed is electronically limited to 155mph.

Its list of standard equipment is no less exceptional. An Alcantara headlining and either carbon fibre or wood trim complement heated and leather upholstered Recaro sports seats, from which occupants can control a premium quality Bose sound system with CD autochanger and a standard fit satellite navigation system incorporating a television. Racing-style shift controls mounted on the perforated leather sports steering wheel allow the driver rapid access to the five 'manual' gears offered by the standard five-speed tiptronic automatic transmission, and parking is simplified by the standard front and rear Acoustic Parking System.

The only high performance saloon and estate models in their class to offer the major safety advantage of quattro four-wheel-drive have entered new realms of ride comfort and handling composure thanks to Dynamic Ride Control. The electronically controlled, mechanical damping system monitors road conditions and cornering forces and continually adjusts the suspension characteristics to maintain exceptional balance in all situations, whilst maintaining a supple ride.

This outstanding control extends to braking, which is handled by racing type, 8-piston front ventilated discs and single piston ventilated rear discs, backed by ABS and Electronic Brake Force Distribution (EBD).

Audi UK expects to import up to 700 examples of the Audi RS 6 quattro, but supply will not be capped and can be increased if demand proves to be greater than anticipated following the September on-sale date.

Engine and transmission

Specially developed for the Audi RS 6 quattro, the 4.2-litre V8 engine achieves a maximum power output of 450bhp between 5700 and 6400 rpm, and peak torque of 560 Nm across an extremely wide range from 1950 to 5600 rpm.

Development work on the V8 biturbo engine, which has five valves per cylinder, intake camshafts with hydraulic adjustment and two-stage intake manifolds, was spearheaded by quattro GmbH in close collaboration with AUDI AG's engine development department at Neckarsulm.

Most of the impressive power gain is attributable to the two turbochargers, whose efficiency is further enhanced by two pressure-loss optimized intercoolers. There is one turbocharger per bank of cylinders. The admission and exhaust ports have been modified in line with the engine's higher performance, and the cross-section of the air ducts enlarged at both the intake and exhaust side.

The adapted engine management is another key contributing factor in the RS 6 quattro's engine efficiency. The Motronic ME 7.1.1 system operates with boost pressure, knock and exhaust-gas temperature control. quattro GmbH has developed a dual-branch exhaust system with backpressure-optimized middle and rear silencers, larger-section pipes, and primary and main catalytic converters with a metal base. It enables the RS 6 quattro to meet the stringent EU3 emission regulations.

To distribute the weight more effectively throughout the vehicle, the battery has been moved further back, into the spare wheel's recess. The upper section of the air cleaner is made from a carbon fibre composite material; together with a further carbon fibre cover over the front section of the engine compartment, it gives the engine a striking appearance.

Performance

A specially developed version of the tiptronic five-speed automatic transmission combines with quattro four-wheel-drive to transfer the V8`s power to the road with impressive efficiency and directional stability. The Audi RS 6 quattro sprints from 0 to 62mph in just 4.7 seconds, hits the 124mph mark after 17.6 seconds (Avant 17. and is electronically limited to a top speed of 155mph.

To enable maximum exploitation of the available power, the tiptronic five-speed automatic transmission incorporates a Sport program which holds each gear for longer, and permits swifter downshifts. Depending on the level of lateral acceleration, the transmission management can adjust the shift points upwards. This avoids undesirable gearshifts on a bend.

The driver can of course also operate the transmission manually: either by briefly pressing the selector lever or by using the race-derived shift paddles on the steering wheel. Operation of the shift paddle automatically overrides any gear selected by other means.

In keeping with the car's high performance, quattro GmbH has developed a completely new brake system for the RS 6 quattro. Large brake discs of a composite design have been fitted on both the front and rear wheels. This technology, which originated in the world of motor sport, involves fixing a cast friction ring to an aluminum brake-disc chamber by means of 14 pins. This "floating" arrangement improves the stability of the brake discs, particularly when exposed to extreme loads and at high operating temperatures.

The ventilated, perforated disc brakes have a diameter of 365 millimeters at the front, and 335 millimeters at the rear. Eight-piston brake calipers are fitted at the front, and single-piston floating calipers at the rear. The parameters of the ABS system and the electronic brake-force distribution system have been specifically redefined for the high-performance brake system.

Running gear

The RS 6 quattro features sophisticated four-link front suspension with aluminum swivel bearings and control arms. The spring/shock absorber units and elastokinematics have been re-tuned to suit the altered axle weights and modified axle geometry.

A new dimension of handling with DRC

The Audi RS 6 quattro is the first model to be equipped with the innovative Dynamic Ride Control (DRC) system. This advanced damping system counteracts movements of the vehicle along its longitudinal axis and transverse axis. Both shock absorbers on the same side of the vehicle are connected with the diagonally opposed dampers on the other side, each by means of one central valve.

When a corner is taken, a flow of oil, and thus a supplementary damping force, is generated via the central valve between the diagonally opposed shock absorbers. When the suspension is compressed on one side, the damper characteristic is modified in such a way that rolling or pitching movements are almost entirely eliminated. As a result, this mechanically active damping system ensures that the RS 6 quattro maintains extremely good tracking stability when cornering and responds precisely to adjustments of the steering wheel.

The Electronic Stability Program, fitted as standard to the RS 6 quattro, reinforces the feeling of complete control and security. The ESP 5.7 system, which integrates the functions ABS with EBD (Electronic Brake-force Distribution), EDL (Electronic Differential Lock with active brake control), ASR (Anti-Slip Regulation), MSR (engine drag torque control) and the higher-level yawing-moment control, has been programmed for an overtly sporty driving style.

Distinctive style

The exceptional qualities of the Audi RS 6 quattro are communicated subtly but effectively by its exterior design. In the UK, standard 19-inch, five arm alloy wheels with 255/35 R 19 tires emphasize the performance potential, along with aerodynamically effective modifications to the nose, tail and sills.

Three large air intake apertures - the center one for cooling the water and oil and the two outer ones for intercooling - add visual drama to RS 6 quattro's front end. The decorative grilles for the air intake apertures, with their rhomboid openings, are aerodynamically optimized, while the two vertical flaps on the inner flanks of the air intake apertures improve the air routing to the intercoolers. The aerodynamically shaped spoiler lip also contributes to this effect, as well as boosting the negative lift that keeps the car firmly on the road surface. The fog lights are integrated into the left and right air intake shafts.

The rear apron echoes the nose with its three smaller but visually identical grille inserts. Exhaust gas emerges through the two oval tailpipes beneath the apertures on either side. There is a spoiler on the rear roof edge of the Avant version for additional negative lift; the saloon version has a separation edge on the luggage compartment lid. Aerodynamically shaped sills further underline the sporty lines.

Five exclusive paint finishes for the Audi RS 6 quattro reflect its links with the world of motor sport. Customers can choose from Avus Silver, Misano Red, Goodwood Green, Mugello Blue and Daytona Grey. The RS 6 is also available in Ebony Black.

Interior

Sports appeal and individuality also characterize the interior of the Audi RS 6 quattro. Recaro sports seats with special leather upholstery provide optimum lateral support and ample comfort. The steering wheel rim and gear lever knob are also trimmed with perforated leather. The gearbox gate is of matte aluminum, and the inside door handles of matte black anodized material.

The RS 6 quattro customer has a choice of two interior colors: Black or Silver. The Ebony Black specification includes a choice of three different types of seat upholstery: Valcona leather with silver piping on the seat's contours, a leather/cloth combination or (at extra cost) natural leather. The leather/cloth combination incorporates side sections and head restraints upholstered in black pearl nappa leather, with seat center sections in fabric woven with an aluminum thread. The headlining is in black Alcantara.

The Silver option includes seats with light-colored silk nappa leather upholstery and black piping on the contours, a headlining in silver-grey Alcantara and silver-colored seat belts. In both silver and black trim, the door panel inserts are in leather to match the color of the seat upholstery.

The trim strips in the doors and on the instrument panel and center console are available in a choice of black piano finish, poplar agate wood or carbon fibre, at no extra charge. Brushed aluminum trim which is unique to RS 6 quattro is also available at extra cost.

Principal items of standard equipment*

- 9J x 19" Five spoke alloy wheels with 255/35 R19 tires
- Acoustic Parking System - front and rear
- Alcantara headlining and rear parcel shelf (saloon only)
- Auto dipping rear view mirror
- BOSE Sound System
- Carbon fibre fascia and door trim inserts
- Cruise control
- Driver, front passenger and front side airbags
- Driver's Information System (DIS)
- Dynamic Ride Control (DRC)
- Electric windows (front and rear)
- Electronic Brake-Force Distribution (EBD) with Brake Assist
- Electronic climate control with individual driver and passenger controls
- Electronic Stability Program (ESP)
- Heated front and rear seats
- Leather upholstery - Valcona
- quattro permanent four-wheel-drive system
- Recaro electric front sports seats with 3-way adjustment
- Remote control central locking
- Satellite Navigation System Plus with 5" Color screen and TV Function
- SIDEGUARD head airbag protection system
- Symphony II audio system with boot mounted CD autochanger
- Thatcham 1 approved anti-theft device with interior ultrasonic protection
- Tiptronic automatic transmission with Sport setting
- TRACKER 'Retrieve' Service (no cost dealer fit option
- can be upgraded to 'Monitor' service for £150 inc VAT)
- Three spoke sports steering wheel with shift paddles
- Xenon Plus headlights (including headlight washers)
* Standard features and options may vary by country

The RS 6 quattro in production

The Audi RS 6 is an independent model that has been created by quattro GmbH and developed in conjunction with AUDI AG. It is being built jointly at Neckarsulm by the Audi plant and quattro GmbH. The RS 6 is assembled and finished at quattro GmbH's production facilities, at the rate of no more than a handful of cars each day. This approach assures supreme product quality and has already proved successful in the assembly of the RS 4, of which 6030 were built between September 1999 and July 2001.