Last time around, Audi
created the S6 by going to Volkswagen’s Italian uncle, Lamborghini,
borrowing the 5.2-liter, 435-bhp V-10 and fitting it in the sedan’s
nose. The combo certainly worked, with a 0-60 time of 5.0 sec, but it
didn’t seem Audi’s style to create this sort of horsepower hybrid.
With the new S6 sedan, the Germans are back on track, using their own twin-turbo V-8 and then adding the same performance driveline package to the 4-door hatchback A7. That would make it the S7, creating two machines that are somewhat different in purpose, but identical in power.
Coming to the U.S. this autumn, the S6 and S7 use an engine based on the V-8 that was first seen in the A8 last year. It’s a very compact package, the turbos tucked in the engine’s 90-degree vee with the exhaust ports in the heads’ inside, the intakes on the outside. At 4.0 liters, the new direct-injected powerplant produces 420 bhp, with 406 lb-ft of torque on a plateau that stretches from 1400 to 5200 rpm. This compares to the 310 bhp and 325 lb-ft supercharged 3.0-liter V-6 in the A6 and A7. The new S6’s 0-60 time comes in at 4.6 seconds with the somewhat heavier S7 only a tenth slower, both about a second quicker than the A6 and A7.
Fuel economy is improved, and when you’re cruising at light throttle, electronics shut down cylinders 2-3-5-8. To combat any untoward noise and vibration from the shutdown, Audi has included active noise control through the sound system and active engine mounts. Stop/start is also in the package for Europe but not the U.S.
As expected, there’s a dual-clutch automatic behind all this, with seven speeds feeding into quattro all-wheel drive. Normally this would give you a 40 percent front/60 percent rear power split. Let the rear wheels lose traction and that can go to 70/30. If the fronts spin the ratio can switch to as much as 20/80. Also standard is torque vectoring, which basically helps the car remain neutral when bending through a corner, plus a sport differential that can route power between the rear wheels for max stability.
Other changes for the S6 and S7 include such features as adaptive air suspension, electromechanical steering, 255/40-19 tires, electronic stability control and an extensive (remember, that’s only one letter different from expensive) option list.
Audis are already about as aggressive as any cars out there when it comes staring down the road at you with their evil eye headlamps. The S models add a sharper edge with detailing, including chrome mirrors, added sills, a revised rear diffusers and dual exhausts...all setting the S models apart without being too boy racer.
Inside is diamond stitch upholstery that will make some smile, some wince but proves comfortable on short and long runs.
Nail the throttle, take a quick breath while the turbos spool up and the S is on its way to 60 and beyond, which is officially set at 155 mph. We were able to play on an autobahn on-ramp--not using the launch control--and keep in it up to around 130 mph before traffic capped it. Not surprisingly, the S--6 or 7--is dead stable through all this. Big German sedans are like that. There’s a rumble to the exhaust that is a nice presence under acceleration or at speed without being intrusive.
Being spring in Germany, the 2-lane roads wind through a countryside pattern of green new growth and yellow rapeseed fields. The handling potential of cars like the S6 and S7 is so high you’d be a jerk to test the limits on these public roads. Even when we were able to boost things a bit on deserted sections, the Audis handled anything we encountered effortlessly...a reflection of the state of the art of well-developed cars these days. Quick, safe and fun.
Prices weren’t announced, but figure the S6 will start a bit over $70,000 while the S7 will take off just under $80,000.
With the new S6 sedan, the Germans are back on track, using their own twin-turbo V-8 and then adding the same performance driveline package to the 4-door hatchback A7. That would make it the S7, creating two machines that are somewhat different in purpose, but identical in power.
2013 Audi S6
Coming to the U.S. this autumn, the S6 and S7 use an engine based on the V-8 that was first seen in the A8 last year. It’s a very compact package, the turbos tucked in the engine’s 90-degree vee with the exhaust ports in the heads’ inside, the intakes on the outside. At 4.0 liters, the new direct-injected powerplant produces 420 bhp, with 406 lb-ft of torque on a plateau that stretches from 1400 to 5200 rpm. This compares to the 310 bhp and 325 lb-ft supercharged 3.0-liter V-6 in the A6 and A7. The new S6’s 0-60 time comes in at 4.6 seconds with the somewhat heavier S7 only a tenth slower, both about a second quicker than the A6 and A7.
2013 Audi S6
Fuel economy is improved, and when you’re cruising at light throttle, electronics shut down cylinders 2-3-5-8. To combat any untoward noise and vibration from the shutdown, Audi has included active noise control through the sound system and active engine mounts. Stop/start is also in the package for Europe but not the U.S.
2013 Audi S6
As expected, there’s a dual-clutch automatic behind all this, with seven speeds feeding into quattro all-wheel drive. Normally this would give you a 40 percent front/60 percent rear power split. Let the rear wheels lose traction and that can go to 70/30. If the fronts spin the ratio can switch to as much as 20/80. Also standard is torque vectoring, which basically helps the car remain neutral when bending through a corner, plus a sport differential that can route power between the rear wheels for max stability.
2013 Audi S7
Other changes for the S6 and S7 include such features as adaptive air suspension, electromechanical steering, 255/40-19 tires, electronic stability control and an extensive (remember, that’s only one letter different from expensive) option list.
Audis are already about as aggressive as any cars out there when it comes staring down the road at you with their evil eye headlamps. The S models add a sharper edge with detailing, including chrome mirrors, added sills, a revised rear diffusers and dual exhausts...all setting the S models apart without being too boy racer.
2013 Audi S7
Inside is diamond stitch upholstery that will make some smile, some wince but proves comfortable on short and long runs.
Nail the throttle, take a quick breath while the turbos spool up and the S is on its way to 60 and beyond, which is officially set at 155 mph. We were able to play on an autobahn on-ramp--not using the launch control--and keep in it up to around 130 mph before traffic capped it. Not surprisingly, the S--6 or 7--is dead stable through all this. Big German sedans are like that. There’s a rumble to the exhaust that is a nice presence under acceleration or at speed without being intrusive.
2013 Audi S7
Being spring in Germany, the 2-lane roads wind through a countryside pattern of green new growth and yellow rapeseed fields. The handling potential of cars like the S6 and S7 is so high you’d be a jerk to test the limits on these public roads. Even when we were able to boost things a bit on deserted sections, the Audis handled anything we encountered effortlessly...a reflection of the state of the art of well-developed cars these days. Quick, safe and fun.
Prices weren’t announced, but figure the S6 will start a bit over $70,000 while the S7 will take off just under $80,000.
2013 Audi S7
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