"The Lord of the Four Rings..." Or "A Road Car Named Desire...", 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. Conversely, only a handful of U.S. street legal super cars outdo the RS6 from an absolute horsepower output standpoint: Dodge Viper GTS-R, Ferrari 575M, the aforementioned Lamborghini, Porsche 911 GT2 turbo, and the Ruf R Turbo. This is not to imply that the RS6 outperforms these other cars in the classical sense, 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, $80,000+ 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: 1) no manual transmission, not good, 2) no Recaro interior for North America, worse, and 3) no Avant for North America, heartbreaking (the RS series of cars have always been Avants, starting with Porsche's RS2, and the quattro GmbH RS4). I even began to complain that the engine cover hid too much (all) of the engine from view.

Then, in mid June, on a warm morning in central Germany all complaints were summarily dismissed. Crushed, in actuality. I had the opportunity to accompany a group of accomplished auto enthusiasts who descended upon a Daytona Gray RS6 Avant and we were given the opportunity to 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 does not just do a number of things well (accelerating, braking, and handling), it far exceeds expectations. In short, send in your deposit. Need more details? Read on. Please note that most of the attached pictures were taken several days after the test drive, once I had caught up with the Audi shuttle fleet at Le Mans.

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, is that this abundance of power is available not only very early on but it sticks around well into the rev range. What amazes most about the RS6? Imagine having your body pressed into the seat every time you dip into the throttle. Impressive. Now take this same sheer force, and factor in four other, full sized, adults, and a full fuel load. The term extraordinarily impressive jumps to mind. Again, 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. Such is life 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). In fact, one of Audi's top powertrain engineers offered that the basic motor is a natural for 600 bhp! To top it 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 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), and you won't be very far off. If one thought of the original '92 to '97 S4 / S6 as a four door Carrera, think of the RS6 as analogous to 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 (music?) emanating from up front.

The only downfall of this motor, when driving as hard as we did, would be its appetite for fuel. We drove this vehicle hard, 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 a purists, our hearts belong in the manual gearbox camp. 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 Ferrari F1 without the jerks), 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.

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? Many 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). This is especially true of cars, like Audi quattros, which 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 must give it up for Audi. 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 hard 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 German National Rally Champion! 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 the deceleration duties.

Front rotors are 365x32 millimeter cross-drilled (perforated in Audi speak), units 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 rotors, 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. 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 jury remains out on how these brakes will perform in a track setting, 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, here and elsewhere. We are denied the Avant's 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 as compared to the sedan. In its defense however, the RS6 sedan's extended rear bumper and small decklid spoiler combine to vastly improve the lackluster A6 styling that we have suffered to date. A rear treatment that was rounded, bulbous, and, dare I say, ponderous has now become squared off and chiseled. Much more masculine, much more aggressive, and much more pleasing to the eye.

The RS6's exterior is aggressive, and sports model specific front and rear fascia, rocker panels (world's better than the tacked on pieces at the bottom of the S6 and A6 4.2 doors), and the aforementioned decklid spoiler. Even so, my primary complaint with the vehicle is the lack of 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 shapes do work well. Depending on your color choice, you'll be able to high speed caravan on the interstate with your 911 Turbo buddies, and they will be the ones being harassed by law enforcement, as you continue past, motoring in your "sedate family car."

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 have the option of a different sports seat. I would strongly recommend the Alcantara seating surface option, regardless of seat choice. Giving the forces at play here, RS6 drivers will need all the help they can get to remain firmly planted. In fact, you may consider having an Alcantara driving suit tailored up!

The sum of all fears.

The RS6 provides world class acceleration, braking, handling, and comfort, all wrapped in a skin that cunningly conveys the overall message (think Arnold Schwarzenegger in Hugo Boss). I have made several comparisons to Audi's and quattro GmbH's previous king of the hill, the RS4, and I would like to take a moment and bring these full circle. The Europe-only RS4 is a very fast, precise, and superb piece, sadly they were never officially imported 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.

I know that many will disagree with this conclusion, as well as with many of the observations contained herein. These are simply my opinion, given the data that I have collected, and the test drives that I haven been fortunate enough to experience. Accordingly, given one's own personal price / value / happiness matrix the RS6 could easily stand as the Lord of the Four 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.

frank@s-cars.org