2004 Audi RS 6 Review

Specifications

Mind-Blowing Power Delivers Mind-Bending Performance

Earlier this year I road tested the Audi A6 2.7T S-Line, which is mechanically motivated by an athletic 265 horsepower, bi-turbo 2.7-liter V6. I also tested the raucous Audi S4 Cabriolet, which is a street rocket thanks to the 340 horsepower kicked out by its 4.2-liter V8. But neither of these admirable performers prepared me for the brutal onslaught of power that erupts from the 450 horsepower, bi-turbo 4.2-liter (256-cu in) V8 neatly wedged into Audis RS 6, the rumble and snarl of which is capable of draining color from the faces of American big-block purists.

The RS 6 is an overachiever for sure, a special edition of Audis highly refined midsize A6 5-seat sedan. It runs with a rarified crowd of super-performing sedans, which includes the BMW M5, Mercedes-Benz E55 AMG, Cadillac CTS-V and Jaguar S-Type R. This group of V8 powered luxo-rockets each carries 4-doors and 5-seats, not to mention decent sized trunks. Soon BMW will launch its latest salvo into this market with a 507 horsepower V10-powered 2005 M5. Until then, however, only the 469 horsepower E55 is in a position to kick sand in the grille of the RS 6, with a mammoth torque rating of 516 pounds-feet compared to the Audis 415.

Still, the RS 6 is hardly lacking. With so much torque available at just 1,950 rpm, the burbling engine beneath the hood of the RS 6 is in a constant state of readiness. Pulling up the revs and launching the car from a standing position, it sling-shots it forward with amazing force sans wheel spin and related fanfare thanks to Audis quattro all-wheel drive technology. None of the engines torque is wasted spinning wheels and destroying expensive tires. No, just mash the throttle and the entire vehicle becomes focused on just one objective, bursting forward with alarming thrust.

Appearance-wise, the RS 6 differentiates itself from the A6 very discreetly. Dont look for huge spoilers or dramatic ground effects. Like a physically fit executive sporting a finely tailored suit, the RS 6 shows its mettle without boasting. Along with its tasteful, yet conservative “RS 6″ badging, the Audi commando receives some serious cooling intake vents in its aggressively revised front fascia. When combined with its bulging wheel housings, filled to capacity with beefy 18-inch Continental rubber, and a pair of elliptical exhaust tips sticking out the back, the super sedans look of mild aggression is evident from any angle.

The subtle RS 6 distinction is also found within its richly appointed interior. If the growl of its vicious V8 isnt enough to keep a driver alert to his or her presence in an RS 6, the tasteful appliques on the steering wheel and tachometer face will, however I hardly think anyone will require such reminding. My tester was upholstered in beautiful, ivory colored silk Nappa leather, which contrasted smartly against the charcoal colored dash and door panels. The Alcantara roof liner nicely matched the interiors soft leather. Agate colored, poplar wood accents added a further touch of distinction to the RS 6s executive level office.

Audi has built a reputation for building high quality, well-executed interiors and the RS 6 is perhaps the quintessential example of that. Try as I may, I couldnt find a single placement of inferior feeling plastic, or panel misalignment anywhere inside. Its Recaro seats delivered premium comfort and the high level of bolstering necessary to hold occupants firmly in position when G-forces begin to play havoc. Particularly appreciated was the substantial thigh bolstering up front, which prevented my legs from fatiguing and kept my butt nailed to the center of the seat. Furthering its “performance-feel” is a leather wrapped steering wheel, wonderfully contoured at the “3″ and “9″ positions.

Falling into the drivers right hand is a shift lever that controls a 5-speed automatic transmission, the only type available in the RS 6. This smooth shifting autobox features a “Sport” mode which holds each gear longer and swaps the cogs with greater gusto. Should there be a desire to replace the transmissions electronically controlled shift logic with human controlled shift logic, a manual-mode can be engaged by placing the shift lever into an adjoining gate in the metal shift plate. In the manual mode, cogs can be swapped using either the shift lever or the F1-modelled steering wheel paddles located at “3″ and “9″ on the clock.

The RS 6 is definitely designed for those who enjoy driving and appreciate performance thresholds that push the passenger car envelope beyond inspiring, to somewhere in the realm of thrilling. The core of this experience is delivered by Audis sophisticated 4.2-liter, DOHC, 32-valve V8, featuring two turbochargers attached. This lightweight yet potent powerplant is partially composed of an aluminum block and aluminum heads. It also benefits from variable intake-valve timing, which ensures that maximum output is continuously derived from the forced-air apparatus. Running up to its 6,700 rpm redline is never a time consuming event, thanks to the engines specific output of 107.9 horsepower per liter. Power delivery is hard-hitting from the moment the tachometer leaves its idle position, although it does take a moment for the turbos to fully spool up. Throughout the rev band, a very un-Audi-like, deep, throaty exhaust note dominates the auditory senses, allowing only a hint of turbo-whine to shine through.

Acceleration runs put significant strain on my neck, again partially due to the quattro-drive system. Motor Trend Magazine ran acceleration tests on the 4,057 pound sedan and came up 0 to 60 mph in a blazing 4.3 seconds, and 0 to 100 mph in only 10.7 seconds. A quarter mile dash ended 12.63 seconds after it started with the car attaining a speed of 108.64 mph. Motor Trend also performed lateral-G testing and obtained a hairpiece flinging 0.89 Gs on the skid pad. To put that into perspective, they also tested the formidable Mercedes-Benz E55 which only pulled 0.83 Gs.

The RS 6 is the first Audi model to be equipped with Dynamic Ride Control (DRC), which connects the 4-shock absorbers diagonally by means of oil lines and a central valve. When the vehicle engages a corner, rolling or pitching is substantially mitigated with the application of opposing force generated by the diagonal shock. Thanks to this innovative suspension setup, the RS 6 undertakes high-speed cornering with remarkable flatness. It also tracks with incredible precision, following whatever line the driver has chosen. When pushing hard through a bend, a smooth application of the throttle will keep all four wheels pulling in the intended direction, with just the right amount of understeer creeping in. Letting up on the throttle will induce oversteer, but not excessively or unexpectedly so. Requiring only 2.3 turns of the steering wheel to travel from lock to lock, RS 6 turn-in is very quick and responsive. Thanks to steering resistance that is a bit on the heavy side, road feel is also superb. While not achieving the highly lauded - and sometimes overrated - ideal weight distribution of 50:50, front to rear, the RS 6 delivers a wonderful sense of balance despite its 60:40 weight ratio.

The razors edge handling in the RS 6 comes with more than a financial price tag, as there is also a ride-comfort price tag - and unlike the sticker price this fee is never settled. Unfortunately, the refined, well-composed ride-quality of the A6 does not carryover, nor should it, I suppose, given the performance thresholds Audi set for its racecar-like sedan. On most road surfaces the ride is firm, but by no means cruel. However, when encountering potholes or broken pavement the RS 6 hammers through degradation rather than absorbing it, which transmits quite a shock to the first-class cabin. Adapting driver adjustable shock settings to the RS 6 underpinnings would go a long way toward alleviating the tiresome jostling, without eliminating the ability to achieve roller-coaster-like cornering forces.

And just like all roller coasters, the RS 6 must come to a complete stop on occasion. When it does, nothing is left to doubt. Reeling-in the RS 6 in short order is a massive set of vented, antilock Brembo disc brakes front and rear. Motor Trend testing froze the RS 6 to the pavement from 60 mph in just 113 feet. During my full-on brake test, the RS 6 felt completely stable. Pedal effort was on the light side, but brake force was easily modulated. After wiping my face print from the windscreen, I repeated the test without encountering a hint of brake fade. The antilock system aboard the RS 6 did just what it was asked to do by only cutting-in when I intended it to, and never before. In addition to ABS, the RS 6 brakes are augmented by an Electronic Brake-force Distribution (EBD) system. If the car gets sideways during an overenthusiastic jaunt, Electronic Stability Program will take over - just remember that there are limits to any technology. Passive safety features include dual front and side airbags, plus Audis Sideguard head airbag technology, which grants a pillowy landing to heads sitting outboard front and rear.

After spending a week in Audis hot RS 6, it became clear that the RS 6 is one exclusive automobile with mind-blowing acceleration and rewarding handling. Only 450 units of RS 6 power were shipped to the U.S. in 2004, and all have found proud owners.