Audi RS6 review

• What is it?
• Angry-looking thing, isn’t it?
• It does speed then. How about space?
• Does it have switchable 4WD like the BMW M5 and Merc E63?
• Our choice from the range
• What's the verdict?
• What is it like to drive?
• How’s that mighty V8?
• What about that understeer then?
• But it’s still not as physically engaging as an E63?
• Have we got modes to play with? I bet we have…
• How’s the suspension?
• What is it like on the inside?
• What should I be paying?

Overview

What is it?

Audi’s practical family car laced with supercar performance. Ever since its collaboration with Porsche in the early Nineties to investigate surprisingly spacious speed courtesy of the RS2, the folks at Ingolstadt have made a name for themselves by producing knuckle-biting, performance-orientated five-door estates. This latest iteration has added sophistication and technology to go with its speed. Boy-oh-boy, a hell of a lot of speed.

Angry-looking thing, isn’t it?

Only the front doors, roof and tailgate are shared with a rep-spec A6. And it’s got heaps of attitude: blistered bodywork a whopping 80mm wider than standard, a contemptuous frown (a throwback from the ’84 Sport quattro), bazooka tailpipes and a squat muscular stance, sat low on 22-inch wheels. These features compound for unparalleled presence.

Over the years, the RS6 has had a multitude of engines, including, hilariously, a twin turbo V10. Now in its fourth-generation a 4.0-litre twin turbo V8 is buried in the nose, dispatching 592bhp and 590lb ft through the eight-speed auto ‘box to all four wheels.

The results are quite something to behold: 0-62mph in 3.6 seconds, 0-124mph in 12 seconds and an electronically limited top speed of 155 mph. Tick the ‘Vorsprung’ pack, and that top speed rises to 174 mph. Option on some ceramic brakes, and it rises yet again to 190mph.

It does speed then. How about space?

This supercar performance is paired with a boot that’s capable of swallowing 1,680 litres of stuff, making it a direct competitor for the Mercedes-AMG E63 Estate and Porsche’s Panamera Turbo Sport Turismo. But with prices starting at £92,550 it undercuts them all. No wonder the RS6 is not so much catnip, but black tar heroin for petrolheads who don’t want to be banished to eternal damnation and hum-drum kid-friendly crossovers.

The new RS6 certainly isn’t as blunt as the previous car – that was a V8 warhead with a boot attached – but nor is it any faster. Power may have gone up, but so has weight, with one cancelling the other out. However, this is more multi-faceted and intelligent. There’s cylinder deactivation, a keen coasting mode and 48V mild hybrid assistance (take that hybridisation with a pinch of salt, as the battery in the boot doesn’t provide any propulsion. Nor seemingly any economy gains whatsoever). There’s also four-wheel steering to aid agility, optional Dynamic Ride Control, plus it’s also a lot plusher inside, with better use of materials, stacks of digitisation and seemingly infinite customisation and configuration.

Does it have switchable 4WD like the BMW M5 and Merc E63?

No, it’s permanent 4WD – you can’t disable the front driveshafts. In real-world situations, this means you can use a ridiculous amount of that near 600bhp grunt all the time. That’s the difference quattro makes; it gives you traction and confidence.

Oh, and for the first time in its 25-year history, the Audi Sport team is selling the RS6 in America. Yee-haw!

Our choice from the range

Audi

RS 6 TFSI Quattro Vorsprung 5dr Tiptronic

Ј107,060

There’s something a damn sight more palatable about a performance estate than an SUV and the Audi RS6 proves this. In the current political and social climate, does the world really need a 600bhp family wagon? Probably not. But boy are we glad we have one as it’s one of Audi Sport’s best executions to date. Previous thuggish edges have been sanded down to make way for a more intelligent and useable package that’ll appeal to a wider audience.

It’s not as rambunctious or sideways as its competitors, but it’s far from anodyne. It’s fast, practical, comfortable, the right side of attention-seeking and properly desirable. What’s interesting is that there’s not one component of the RS6 that stands out and if we have a criticism it’s that the engineering and components are so well integrated that character has suffered a little. But your family will struggle to tolerate an E63. They’ll love this.

Driving

What is it like to drive?

Both power and torque have swelled (39bhp and 73lb ft) over the previous generation. But where the RS6 has really moved the needle is in its ability to seamlessly shape-shift from everyday runabout to see-ya-later-supercar hyperwagon. The gulf between these two states of tune is now even bigger, making it a lot more useable and even more enviable to your neighbours.

How’s that mighty V8?

It has the power figures, but it’s not as rampant, raw or raucous as the offerings from AMG. It’s less shouty and doesn’t dominate in the same way. Nor does it have the same sheer torque and response as the 4.4-litre in the BMW M5.

Nevertheless it’s a wonderfully smooth operator and works brilliantly with the eight-speed tiptronic gearbox (that could easily be mistaken for a double-clutcher) to give you oodles of oomph when you want it. Saying that, given our increased exposure to electric cars and their instantaneous torque delivery, it can feel a tad laggy at times. But this means you just have to work a bit harder with the paddles to make sure you’re in the power band to get the most out of it.

Take it to the limits and you can feel every kilo of the 2,075kg kerb weight. As a point of reference, that’s 80kg more than an E63. But improvements have been made to mask its mass and reduce the old car’s understeer habit. First off, there’s an optional £8k Carbon Ceramic brake package. Weighing 34kg less than the standard steels, they’re not only beneficial for unsprung weight, but they also have the power and longevity to fire your jowls through the windscreen all day, every day. Be warned: it will take a while to get used to the unnecessary squidge at the top end of the pedal around town or when they’re cold.

What about that understeer then?

If you are driving like a twonk, inevitably it arrives. But to nothing like the same degree. The rear axle’s Sport Differential and recalibrated quattro system mostly cancel out the push. Up to 85 per cent of oomph can now be sent to the rear and help you around the bend. And then there’s the real secret weapon: the new optional four-wheel-steer system. Not only does it sharpen up turn-in and improve high speed stability, but it enhances overall agility and means the front axle isn’t having to take so much of the load. Big plus.

But it’s still not as physically engaging as an E63?

You never feel like you’re in a fight with it to go fast, that’s for sure. And there’s not much steering feel or sensitivity (especially with the unpredictable and numb Dynamic Steering). But for point-to-point blasts it’s a very effective machine. Provided the road is wide enough to cope – don’t forget it’s 80mm wider than a regular A6.

There also aren’t many other cars in the world that have such an intrinsic ability to make silly speeds feel safe. The numbers speak for themselves: 0-62 mph in 3.6 seconds, 0-124 mph in 12 seconds and on to an electronically limited top speed of 155 mph with the potential of opening the taps all the way to nearly 200mph. Plus, with a new launch control mode, you can hit those numbers more consistently than ever and endlessly butter your dog up against the rear window.

Have we got modes to play with? I bet we have…

They’re numerous, ranging from an eco-minded ‘Efficiency’ mode featuring predictive start-stop from 13mph, coasting up to 99mph and cylinder shutdown, all the way to maximum attack ‘Dynamic’ mode. The efficiency tech isn’t rammed down your throat or sanctimonious like other systems, and works away in the background, making for a serene experience when paired with comfort suspension and the double-glazing. Just bear in mind it’s not in any way transformative – when we had a long termer it only averaged 20.4mpg and Audi’s claims are only for 22mpg.

There are also two new customisable driving modes accessed on the steering wheel. Having obviously had a look at BMW’s homework, they’re dubbed ‘RS Modes’. Notably, RS1 and RS2. Because we’re nerds, we obviously favour the second. Both allow you to switch up the steering, suspension, ESC and augmented sound into your preferred strength. Actually, while we’re on the subject of noise, disappointingly, the exhaust doesn’t have the thunderclap and rowdiness of old. But there will be plenty of people in the aftermarket to clear its throat. Paging Litchfield. Paging ABT.

How’s the suspension?

Glad you reminded me, because you need to be mindful here. Adaptive air suspension is fitted as standard and has 40mm of height adjustment through the various driving modes. It goes from raised for bumpy roads, to a hunkered-into-the-arches (30mm lower than a standard A6 Avant) if you’re over 75mph. It delivers a cosseting, calm ride that’s softer than you might expect.

But if you’re serious about going quickly the optional DRC sports suspension might be more up your street. Rather than air it features steel springs and three-way adjustable dampers. It rides surprisingly well – especially considering you can be on 22-inch wheels if you spec the ‘Vorsprung’ pack/ceramic brakes – offering control and comfort with little brittleness. Yes there’s a slight trade-off, but the family won’t find it harsh and you will appreciate the extra control and accuracy.

Interior

What is it like on the inside?

There’s been a big shift in cabin tech over the last few years, and the RS6 can attest to this. It’s a huge step on from the previous generation – primarily because the world has gone screen mad since 2013, but also as the materials in the cabin now reek of sporting luxury. There’s double glazing, haptic glass, carbon fibre and a gear-selector finished in Alcantara that’s weirdly satisfying to stroke… a bit like a bald cat.

Your attention is drawn to the two driver-centric screens that have seemingly endless menus and configuration. It’s a good-looking and slick system to use, as is Audi’s class-leading digital Virtual Cockpit display in the binnacles as well as the head-up display. If you want info, you can easily get it beamed to you. There’s now also a retro throwback to the original Quattro courtesy of a Hockey Stick rev counter while in the more sporting modes, onboard lap and drag strip timers.

Overall, the cabin is a great blend of comfort and performance. On the whole there’s been a marked improvement to the noise, vibration and harshness – tyre roar is kept to a minimum and the integration of double glazing cocoons you from the outside world. However, it also does mute that thumping V8. The quilted chairs are supportive but not arse-numbing on a long journey and the thin Alcantara wheel is great to hold, even if it doesn’t deliver much feedback.

As for space, you’ve got 565 litres to play with seats up, and 1,680 litres seats down. Audi has worked on the loading width, adding 14mm of space compared to the previous model. How does space compare with its competitors? Well, it’s more than the Porsche Panamera Sport Turismo, but the E63 still dominates with a whopping 640 litres seats down, and a cavernous 1,820 when the chairs are folded flat. But, you can now spec a tow bar, so if you’re a horrendous over-packer, you can always bring a trailer.

Buying

What should I be paying?

In the UK, there are three spec options available. The standard car starts at £92,750, ‘Carbon Black’ that’s more murdered out and expensive for £100,650, and the range-topping ‘Vorsprung’ package that increases the top speed, throws in the posh hi-fi, sports suspension and 4WS as well as the monster 22-inch wheels for £109,250. You can then add the carbon-ceramic brakes on top of that. Fundamentally, in its most basic spec it’s cheaper than both the Mercedes E63, Porsche Panamera Turbo Sport Turismo and the less boot-y BMW M5.

Interested in leasing? Expect to pay upwards of £1,100 a month, with six months down and a big bill at the end of four years if you choose to exit rather than step into another lease deal. And running costs won’t be cheap now that fuel sits at nearly £2 a litre. A big V8 isn’t going to be a hypermiler and as far as we can work out all Audi’s claims of efficiency tech, 48v mild hybrid and so on have precisely no benefit to your fuel economy, while CO2 is a chunky 268g/km.

The RS6 is loaded with safety tech, though. In top-spec trim or with the ‘City’ and ‘Tour’ packs fitted, you’ve got more than 30 guardian angels looking over you. They can be turned up or down depending on how many bings and bongs you want in the cabin, but include: adaptive cruise assist, autonomous lane-tracking as well as pre sense safety measures, 360° camera and rear cross-traffic monitoring.

At the moment these are cars that hold their value reasonably well – but then so do all used cars given the state of the post-Covid market. It’s not particularly forward-looking though and as time ticks on and electric tech dominates, could end up looking a bit of an old warhorse. Same applies to any rival of course, and it’s worth bearing in mind that the more electric takes over, the more the RS6 will seem engaging and charismatic.

Keyword: Audi RS6 review