drops four cylinders during gentle driving) and the mild-hybrid
system first introduced on the current A6 and A7.
Filep explains that unlike its BMW M and AMG rivals,
Audi Sport is again offering either standard air suspension or
optional coil springs and adaptive dampers diagonally linked by
oil lines (aka Dynamic Ride Control). This time, though, the air
springs can stiffen by up to 50 per cent over the previous model,
which sharpens the handling and allows owners to combine
them with the 190mph top speed.
With both set-ups, there’s a choice of 21- or 22-inch alloys,
and the body always sits lower than an A6 or A7, despite the
huge rims. This wasn’t previously the case. Ten-piston calipers
with steel discs are standard, but the Dynamic Pack brings
carbon-ceramic discs, saving 34kg; a drop in the ocean for cars
the wrong side of two tonnes.
Quattro typically splits drive 40/60 front/rear, but can
channel 70 per cent to the front axle and 85 per cent to the rear
in more extreme situations. The Quattro Sport rear differential
is optional, as is rear-wheel steering, a first for the RS6 and RS7.
Filep explains that while the rear wheels switch from steering
in the opposite direction to the fronts for low-speed agility
and begin steering in the same direction at around 62mph to
aid stability, the actual crossover point depends on the car’s
dynamic requirements at that point.
Possible word of caution: rear-wheel steering is automatically
bundled with Dynamic steering and its infinitely variable ratio.
Audi’s previous attempts haven’t always convinced, but the
recent S6/S7 double act suggests it might not necessarily be the
avoid-at-all-costs option it once was.
However you specify the chassis, Filep suggests the RS6 won’t
be the poor relation dynamically: it weighs only 10kg more than
Both models get
front sports seats in
10 CARMAGAZINE.CO.UK | OCTOBER 2019