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    / #Audi-RS6-Avant-C5 / #Audi-RS6-C5 / #Audi-RS6-Avant / #Audi-RS6 / #Audi-A6-C5 / #Audi-A6 / #Audi /

    Back in #2002 the #V8 twin-turbo all-wheel drive Audi RS6 Avant was the world’s fastest estate. With 450bhp it outgunned both the contemporary BMW M5 E39 and Mercedes-Benz E55 W210; and until AMG upped its horsepower game, this was the undisputed king of the supercar load-luggers.

    Priced then at £66,675 it was limited to 155mph, but with a 0-60mph time of 4.5 seconds it could out-drag a Ferrari 360 and Porsche Carrera C4. If you bypassed the limiter, it could hit an astonishing 190mph. Between April and September 2004 Audi built a limited edition of 999 run-out C5 models known as the Plus, each with a numbered plaque on the transmission tunnel. The #Cosworth-tweaked 4.2 V8 cranked out 473bhp with a new ECU and it had sports suspension, pressure optimised exhaust (for more noise), quicker steering rack, 19-inch six-spoke alloys and a black body ‘Optic Pack’. Only 70 UK Plus versions were delivered so these are the rarest C5 RS6 Avants of all – and they’re limited to 175mph.

    While ‘normal’ 2002 to 2004 RS6 Avants can be bought for £10-£15k, a genuine factory Plus is worth an easy £20,000.

    A private Yorkshireman has just sold a lovely 2004 in black with 48,000 miles and eight stamps in the book for a very low £13,995 and I’m thinking he can’t have known what he was selling. Prices and desirability have stayed very strong and as far back as 2014 Historics managed to secure £14k for a silver 86,000- miler – which shows just how cheap that Yorkshire car was.

    As one of the rarest and most collectible Audis it’s worth checking all ads for #2004 RS6 Avants and looking for the distinctive black exhausts and roof rails just in case another bargain Plus slips through your fingers. All RS6s need converting to coil-over suspension because the original factory-specified gas shocks don’t last long and the five-speed #Tiptronic-ZF gearbox regularly fails too. #ZF said it needed regular oil and filter changes but Audi told owners it was sealed for life. Bills for gearbox oil changes are a good sign but if not, check the box works properly when it’s fully hot because torque converter issues and sludgedup valve bodies are common.

    Find a cherished RS6 or RS6 Plus Avant and you’ll own a classic Audi legend that can only grow in both value and stature.

    COST NEW £66.7K 2002 UK

    VALUE NOW £15K 2018 UK
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    ESTATE OF MIND

    / #Audi-S6-JNL-Racing has created this highly-tuned 650+bhp monster of an avant – surely the finest Ur-S6 in the world… Words Davy Lewis /// Photography Matt Dear

    JNL Racing's fierce 5-pot unleashed.

    UR-S6 JNL Racing’s 520bhp avant

    I first met JP, the main man at #JNL-Racing , at Santa Pod back in 2009. I was working on the now defunct Redline magazine and we’d got together a selection of the UK’s fastest tuned cars to go head-to-head in our Fight Club event. The premise was simple; entrants had to take part in two disciplines – a quarter mile and then a handling course – with the best overall time winning the day. Several Audis took part including Dialynx’s black SWB quattro and TTS Roadsport’s TT RS, but the one that stood out was a humble estate.

    This stock-looking #1996 #Audi S6 #Avant C4 / #Audi-A6-Typ-4A seemed a bit out of place among the track prepped competition – which made it all the more impressive when JP proceeded to kick the arse out of it, laying down some impressive times in the process. All of which he did with a smile on face. Here was a man who clearly didn’t take it too seriously. However, when it comes to tuning, he is deadly serious.

    Specialising in bespoke, hand-crafted cylinder head work and engine builds, JP has carved out an enviable reputation. Although VAGs feature heavily, he works on anything and has customers all over the world; working with anything from old school E-Types to the latest Japanese, European and US brands.

    I bumped into JP just before we launched AudiTuner and said I’d love to feature the S6 when it was ready. It had come on a bit since the first shootout, that’s for sure. JP said he’d love a feature – especially if it made the magazine on sale in December as that’s his 40th birthday. So, here you go, JP – many happy returns!

    With so many Ur-S6s pulled apart to scavenge their engines it’s not easy to find a stock car, let alone a 650+bhp weapon that’ll worry most supercars. “There are only 55 cars left on the road in the UK, and 85-90 left in total,” says JP. So what made him choose such an unorthodox Audi as a project?

    “I had an Audi 200 running a tuned 10v engine, but it caught fire and I needed something else,” he recalls. “A mate had an S6 and I fancied an estate, so began looking for one. I found this one for sale for £2.5k and jumped on it quick.” From here the engine work came thick and fast as JP focused on creating a fast daily driver. “Being a daily, all the work had to be done over the weekends so that I had the car ready for the Monday school run,” he laughs.

    The 20v engine was tuned with a ported head, uprated rods, a 63 hotside 3076 turbo on Wagner manifold, and SFS hoses as boost pipes. It made over 500bhp and offered plenty of fun. But, the constant flow of work on other fast Audis got him thinking.

    “I built one of the UK’s most powerful B5 RS4s; I think it still holds the record on MRC Tuning’s dyno with around 780bhp and 1000Nm,” he smiles. “I did a 3.0 litre stroker kit and that car made me stop and say, ‘Why am I building all these fast cars for others and not doing my own?’” The RS4 had certainly made an impression. “You know that feeling as a passenger in a really quick car when the driver accelerates and you feel a bit sick and light headed – it catches you off guard. Well, I had that as the driver in the RS4! I decided that’s what I wanted to achieve in my S6.”

    The engine itself is based around a 2.5 diesel block, which effectively created a stoker kit (the original was a 2.2 of course). Clearly a diesel block is designed to run in a diesel configuration, so JP welded up any holes and channels that were not required and added holes for the stuff he did need. Custom Pauter rods and JE pistons from a petrol engine were then added. The whole build needed to be bullet proof, so Mahle motorsport bearings were added plus a main girdle to prevent bowing at high RPMs.

    Key to this estate’s sleeper nature is the fact that, to most people, it looks pretty innocent. Aside from the 9x18in Rotiforms, which necessitated the custom wide arches being fabricated by Ish and the crew at Quattro Coachworks, this looks to all intents and purposes like any other mid-90s Audi estate. This is just how JP likes it. “When I drive it through a village, people turn to see where the noise is coming from but don’t even look twice at the car – they’re looking for something that looks like this sounds!” With a 3.5in exhaust and 2.25in screamer pipe, it certainly makes all the right noises, just in a discreet package. But, as we all know, appearances can be deceptive.

    Drop the hammer in this sedate looking Audi and it’ll attempt to head-butt the horizon at a startling rate. Having experienced the all out mayhem of 650bhp, JP has temporarily turned it down a few notches to an estimated 520bhp. And the rest of the car has been suitably uprated to ensure it’s provides a stable and safe ride. “It got to 650bhp with a slipping clutch, but there was nowhere you could properly open it up without getting into trouble,” he smiles.

    I ask JP what it feels like when you really drive it hard at 650bhp. he pauses for thought, then says, “To be fair, I think my youngest son summed it up best when he was about ten,” he continues, “I launched it hard and he said it felt like his willy had gone into his back!” An unconventional response perhaps, but then that’s JP all over.

    You get the feeling that he tells it like it is, with no bullshit. If something proves to work well, then he’s the first to praise it. But equally, if something doesn’t do what it says it will, he’ll be brutally honest. This sort of candour is refreshing in a scene that can attract people who like to make unsubstantiated claims, especially when it comes to power figures. But, JP has earned the tight to question things. He tests everything he does – often to destruction – to ensure that any upgrades not only deliver the goods, but also stay in one piece. As he says, “You need to blow things up to find the limits.

    How else are you going to know how to improve on the original design?”

    While there’s no doubt that JP was put on this planet to make cars go fast, he has a very specific focus. Everything must be about making the car perform more efficiently, which in turn makes it faster and more reliable. So although huge turbos combined with a remap and supporting upgrades can achieve eye watering power figures, it’s often at the expense of drivability.

    “My S6 has a usable powerband from 3,250 to 8,200rpm – I see some of the German tuners with 1200bhp with cars that have nothing until 5,000rpm – that’s no use anywhere except on a drag strip,” he comments. Part of the reason behind the chosen upgrades (you can see the full list of goodies on the last page) was to show what could be achieved, without simply buying everything that’s available. “I saw so many owners on forums going on about how much they’d spent on this and that, and I thought, hang on, you don’t really need half of that.” So JP set about proving it with his S6 build. In the process it became the demo car for the business.

    It’s currently running a baseline map that JP did himself, which he says was pretty straightforward using the 2D mapping of the Maxx ECU set up, “It’s easier for a non-IT guy like me!” The plan is to start upping the power again now that the rest of the car is ready to take it. ECU legend, Jonus Racing, is due to fly over to the UK to work on a bunch of cars, so JP’s S6 will be in very good hands. “This is the final throw of the dice – I won’t be re-doing this car again, so it has to be right,” he says.

    As a cylinder head and engine building specialist, JP’s philosophy is to make engines as efficient as possible. Rather than simply bolting on a bigger and bigger turbos, he looks at ways to make more power off-boost with a less spiky delivery, while holding peak power for as long as possible to the redline. For those who are used to the kick of a big turbo coming in at 4,000+rpm, JP’s set ups can feel like the car is actually slower, but one look at the speedo will show it’s moving faster than the rev counter. By maximising the efficiency of the engine, including the head flow, there’s less pressure on the turbo, which in turn will be more responsive, with a wider power band – all the key ingredients of a usable, fast car. As JP says, “The proof is always in the performance – it either goes fast or it doesn’t.”

    With lots of usable power, the brakes and chassis had to be more than up to the job of keeping this big estate on the road. A set of custom front coilovers were created by JP using shortened Bilstein B8 inserts. Gaz adjustable dampers bring up the rear, together with custom pig-nose springs and an Apikol uprated ARB. 2Bennet adjustable top mounts allow the perfect caster/camber to dialled in for that crisp turn in – not something usually associated with nose heavy 90s Audis. With a full complement of uprated bushes and solid sub frame mounts, this near 20-year old S6 now handles with aplomb. The Wavetrack diffs front and rear certainly help deliver the fun factor – whether launching hard or hitting twisty roads – especially with the re-timed factory Torsen unit that JP built up now giving a more rear-biased delivery over stock.

    With plans to drive this thing hard on track, JP has wisely upgraded the brakes. The B7 RS4 calipers have been fully rebuilt together with high-temp seals and meaty 360mm discs. With Yellowstuff pads all round and DOT 5.1 fluid, this set up provides ample stopping power.


    Inside, this mid-90s estate has been treated to a selection of upgrades befitting something with serious performance. The front seats are the first items that jump out at you. The carbon fixed back buckets look like they came out of a Porsche Carrera GT – but surely not – those things are about £500k now!? “They’re actually copies,” admits JP, “but they’re very good ones. They came out of a Porsche – I got them shipped over from LA Porsche dismantlers in the US.” The leather wrapped seats were in decent nick, although JP has changed the colour of the seatbelt guides, before having them recovered in leather and black Alcantara. They really look the part, right at home in the S6’s cabin complete with OEM carbon fibre trim. The rears were trimmed to match. One thing you wouldn’t see in a 90s estate is a 10.5in tablet fixed to the dash. This wifi-enabled device allows JP to keep an eye on the vital stats via the Maxx ECU.

    Having followed the progress of this car for the last six years or so, it’s great to see it almost finished. Once the final mapping session has been completed by Jonus Racing, JP is hoping for up to 680bhp on V-Power and 700+bhp on E85. This S6 is beautifully engineered, extremely rapid, highly usable and, like JP himself, a little unconventional. We love it!

    Top: One of the finest sleepers you’ll find.

    SEE IT IN ACTION There are several videos of this savage #Audi-Ur-S6 being driven hard, plus some dyno footage. Head to JNL Racing’s YouTube channel to check them out – www.youtube.com/jnlracinguk

    “My S6 has a usable powerband from 3,250 to 8,200rpm...”

    Far right: Engine bay is a work of art Below right JNL custom inlet Bottom left Heat management has been taken seriously.

    OTHER S6S

    There are very few UrS6s left now, so here are three other S6 variants to consider...

    Audi C5 S6 1999-2003
    This 4.2 V8-powered S6 arrived in 1999 and went down a storm. The beefy V8 gave 335bhp and made all the right noises. The only downside was that tuning the NA lump was tricky and it liked a drink. Fewer and fewer of these around now and many have fallen into the hands of those that can’t afford to run them, so if you’re after one, be very choosy. Avants are more sought after than saloons.

    Audi C6 S6 2006-2011
    Launched in 2006 the C6 was packing a NA version of the 5.0 V10 from the RS6. This ten-cylinder monster gave it the sound of a supercar, all wrapped up in a very discreet saloon or estate. Loaded with goodies and that fabulous 429bhp engine, we’ll never see the likes of these large capacity cars again. Not cheap to run and expensive to fix, they are still very desirable. Available in avant and saloon, if you’re after one, make sure it’s been well loved and comes packed with options.

    Audi C7 S6 2011-present (2017)

    After increasing its capacity with every new model, the latest S6 goes back to its turbo charged roots and back down to a V8. Great news for tuners as the 4.0 V8 twin turbo can easily be cranked up to RS6 levels of grunt. A remap, full exhaust system including downpipes and uprated air filters will see you on the way to 550+bhp with more available depending on how deep your pockets are. Better still, unlike the RS6, you can get the S6 as a saloon, so you could create one of the fastest four-doors around – a true sleeper.


    TECHNICAL DATA SPECIFICATION #1996 / #Audi-Ur-S6-Avant / #Audi-Ur-S6-Avant-C4 / #Audi-S6-Avant-C4 / #Audi-S6-Avant / #Audi-S6-C4 / #Audi-A6-Avant-C4 / #Audi-A6-C4 / #Audi-A6 / #Audi-S6 / #Audi /

    Engine Re-engineered 2.5 diesel block and crank, #Pauter rods with ARP 625 plus, custom JE coated pistons, mains girdle, #ARP mains and headstuds, #Mahle-Motorsport bearings, baffled sump, #Gates-Racing timing belt, custom timing belt tensioner, secret spec cylinder head, #Jonus-Racing camshafts, lightweight flywheel, twin plate tilton for 800ft/ lb, steel crank timing belt pulley, #Vernier cam pulley, custom carbon timing cover to clear vernier, tubular #Vband manifold, 60mm #Tial wastegate, #HTA3586 m-spec with tial v-band hotside, 3.5in downpipe and straight through to twin 3in tail, 2.25in screamer with custom made side-exit, custom 4in intake filter housing w/integrated recirc pipe, custom 2 piece intake heatshield with bumper and bonnet cold air feeds, red TFSI coilpack conversion with custom coil cover, custom twin plenum intake manifold, overbored throttle body w/ Linden power coupler, billet fuel rail, 1000cc #ASNU-injectors / #ASNU injectors, Aeromotive fuel pressure regulator, twin #Bosch-044 / #Bosch in tank fuel pumps, custom one of header tank, custom designed breather system, electric fan conversion, lambda heatsink, Thermal velocity magma exhaust wrap, #PTP turbo blanket, 300x600x76 bar and plate cooler 2.25in in and 3in out, grille mount remote oil cooler, 50mm tial recirc valve, #Maxx-ECU running 720 sequential injection with 60-2trigger, multi-boost/fuel application, variable fuel pump speed via CAN-bus 10.5in tablet monitoring 5 x egt, exhaust back pressure, boost pressure, oil pressure and temp, coolant temp, air temp, lambda and various other parameters via Bluetooth

    Transmission Custom geared 01E 6-speed, updated 1-2 slip collar, carbon 1-6 synchros, #Wavetrac front diff, retimed factory torsen diff for improved rear bias, custom 3.5in carbon propshaft, Wavetrac rear diff

    Brakes B7 RS4 8-pot front calipers rebuilt with high temp seals, 360x32mm front discs, refurbed single pot calipers with custom mount 335x32mm rear discs, Yellowstuff pads

    Suspension Homemade front coilovers w/custom length #Bilstein B8 inserts, #Gaz rebound adjustable rear shocks with custom pig nose springs, #2Bennett fully adjustable camber/caster front top mounts, solid front and rear subframe mounts, new oem bushes all round, polyurethane front snubmount and rear diff hanger and mount, 034 track density gearbox mounts, custom delrin/urethane engine mounts, #Apikol uprated rear ARB, custom front A#RB mounts for improved caster

    Wheels and Tyres #Rotiform-Nue / #Rotiform 9.5x18in with one-off centre caps, Federal RSR 255/35x18

    Exterior Widened arches front and rear, widened bumpers front and rear, debadged trim, colour coded trim, rear wiper delete, custom bonnet air duct, painted custom metallic grey/silver, front and rear cameras linked via wifi to tablet

    Interior Porsche Carrera GT style carbon bucket seats retrimmed with logo and Alcantara centres, retrimmed rear Alcantara seat centres and door cards, 20v Ur-quattro custom flat bottom steering wheel with Alcantara centre, custom steering column cover, modified front speaker pods with 4in focal speakers, 17cm Alpine rear speakers, Bluetooth enabled Pioneer headunit, 10.5in tablet

    Contacts/thanks JNL Racing www.facebook. com/jnlracing, www.youtube. com/jnlracinguk,

    www.instagram.com/jnlracinguk, jnlracing@gmail.com. Thanks to Ish and crew at #Quattro Coachworks for not only doing the most amazing work but also helping to realise my vision, and of course all the friends and family that have assisted and put up with my shit for the existence of the two-ton Bugswatter, with special mention to Karl and Sean
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    / #Audi / #Quattro Used #Audi-RS6 / #Audi-A6 / #Audi / #Audi-RS6-C7 / #Audi-RS6-Typ-4G / #Audi-A6-C7 / #Audi-A6-Typ-4G / #Audi-A6 / #2016 /

    In your March Issue Roger Cartwright asked for comments about buying an early model used RS6 and future operating costs. My recommendation is that, unless he has a lot of money and a good RS6 certified dealer/ mechanic, don’t buy one of the original 4.2T V8 models. I will start out by saying I am a dedicated Audi enthusiast and owner. I have owned a 1991 #V8 quattro, 1998 A8, 2003 S8, 2003 RS 6 and now a 2013 TT RS (not counting family members who I have purchased other Audis for.)

    I put 207,000 miles on the 1991 V8 quattro and 156,000 on the RS 6. The V8 cost me basically nothing other than routine maintenance after 80,000 miles and the RS 6 cost almost as much as the car cost new in repairs after 60,000 miles.

    Fortunately, #Audi corporate and a great dealer, Winner Audi in Delaware, did all the work from day one, so I received significant discounts and subsidies along the way.

    I finally sold the RS6 last year when the transmission started slipping in second gear and it was going to cost $11,000 to rebuild it with no other options. The RS6 was a great, fast car to drive, but the electronics were horrible. Not only did every switch and button have to be replaced over the life of the car, but the engine and exhaust sensors all had to be replaced multiple times. A year before the transmission went, the catalytic converter temperature sensors went and they had to pull the engine to replace them. The cost: $11,000, but Audi picked up $9,500 as part of the loyal customer program.

    The DRC suspension went three times. They did give lifetime coverage for the shocks, but not the other parts. The suspension had to have multiple bushings and parts replaced many times, from just normal wear. There were many other parts that went wrong, like heating fan motors, radio; mirror retractors; the Navigation system and more. The engine was strong and had no internal issues, but sensor problems drove me crazy beginning as early as 60,000 miles.

    Oh, and by the way, the DOHC timing belts have to be replaced every 30,000 miles according to Audi; that costs $3,500 each time with the required tune-up, plugs, etc. Front brakes and rotors cost $1,750; rear $750. Audi says replace the rotors every time, but the fronts are good for at least two brake jobs unless you are on the Autobahn all day. If the starter motor goes you have to pull the engine, as you do for many other sensors and engine parts. When a turbo oil line leaked they had to pull the engine - another $6,000 plus. The dealer always gave me a discount and the hours were faster than book. Parts are all very expensive: any RS6 unique parts cost more than standard Audi parts.

    I changed my oil every 3,500 miles, followed and exceeded factory service requirements at the dealer and although I periodically drove it fast, it was more of a daily driver. I know other RS6 owners who have had the same type of problems as well.

    If you wonder why I kept it for so long, the answer is that after every major problem I couldn’t believe that something else could go wrong and my sunk cost was so great I didn’t want to give it away.


    As I told my Audi dealer, Audi can make an incredible car that is bulletproof and can win Le Mans and will hold up under any conditions for 24 hours, but after four years and 80,000 miles look out: they can’t hold together for more than six months at a time without some costly repairs!

    Caveat emptor! Buy a normallyaspirated V8 engine Audi to save money in the long term! By the way my 2013 TT RS six-speed (it’s the Plus specification in US) is incredible and the best Audi daily driver I have driven, and I say this having driven the R8 V8 and V10, the RS 5, the S5, S6, S7, S8, RS 4, and most of them on the track.
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    / #Audi / #Quattro issue / #Audi-A6 / #Audi-A6-C6 / #Audi-A6-Typ-4F / #Audi-A6-4.2-S-line-C6 / #Audi-A6-4.2-C6 /

    Just wanted to say how much I enjoyed my weekend read of the quattro special edition of Audi Driver . Thanks for selecting my car to join the other equally impressive looking quattros.

    Another quite amazing twist is that I referred to my daily driver in the article as an #Audi-A6-4.2-S-line . This magazine made me look into the reprints of previous road tests run by Audi Driver as I fancied looking back at the #Audi-A6-4.2 review.

    I found in my old magazine archive (a box in the loft!) the November 2005 edition, and to my utter astonishment, my car is the actual car you tested and wrote a six-page review about back in 2005! OY54 MVC is sat on my drive (albeit with my private plate now). It is still an amazing car and in superb original condition. It looks no different to the #2005 article, a testament to Audi.
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    PROJECTS AUDI TUNER’S #Audi-A6-3.0-TDI-LE-MANS / #Audi-A6-3.0-TDI / #Audi-A6-3.0-TDI-C6 / #Audi-A6-3.0-TDI-Typ-4F / #Audi-A6-C6 / #Audi-A6-Typ-4F / #Audi-Typ-4F / #Audi / #Audi-A6-Avant-3.0-TDI / #Audi-A6-Avant-C6 / #Audi-A6

    Lots of miles have been put on the A6 and it’s even been treated to some posh fuel…

    It’s been another manic month at AT Towers, so the A6 has been busy getting me around the UK. I did treat the 3.0 V6 to a full tank of #Shell-V-Power-Nitro+ diesel on my trip to the Richter Sport open day though. During the 80-odd mile blast to Milton Keynes, it did feel lively. That said, although there’s evidence to prove the performance benefits of using this fuel, whether you can actually feel it in treat world conditions is debatable. It did however appear to produce less smoke under load and felt like it was running slightly smoother. The MPG also seemed slightly improved – even though I was booting it on the quiet roads. Some proper testing would need to be carried out to make any definitive judgement. If any readers have feedback about Shell Nitro+ diesel, drop me an email.

    I’m still researching colours for a vinyl wrap as every time I look at the black paintwork, there appears to be another little mark on it. The latest was caused at the Castle Combe Action Day, when my fiveyear old decided to ‘help’ by dragging the pram out of the boot and scraped it over the bumper in the process. Bless him! Mind you, I saw a brand new SQ5 the other day and the owner was letting their wet spaniel run all over the seats. Can you imagine what those sharp claws and muddy paws would do to the leather and trim on the centre console?! It made me wince just looking at it – it’s a £45k car!

    Although we’re into show season now, I’m hoping to find time to get the A6 moving tuning wise. More next month.
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    EXCLUSIVE CLUB #ABT-RS6 735hp 1 of 12 edition

    The ABT 1 of 12 is the most exclusive RS6 money can buy… Words Davy Lewis / Photography ABT

    The world of performance tuning can appear to be quite a recent phenomenon. The proliferation of high-tech software upgrades, in-car adjustable suspension and all manner of clever hybrid turbos, suggests that it’s all quite contemporary. It’s true that there’s a lot of very cool new tech available from companies that are less than 20 years old. But, what you may not realise, is that many of the companies that have developed this kit have a long and illustrious heritage. The likes of Bilstein, Eibach and others are well established, having supplied after market performance upgrades for decades.

    Perhaps the oldest of the lot though is ABT. Founded in 1896 by Herr ABT, this German company is celebrating its 120th year in business. And what better way to mark the occasion than by releasing a special edition RS6 – the 1 of 12…

    The car you see before you needs no introduction. The biturbo V8 super-estate is one of the most desirable Audis money can buy. They’re pretty epic things straight out of the factory, but, once the wick has been turned up, they become truly remarkable things. This latest offering from ABT is one of just 12, extra special cars being made available, which makes it very exclusive. Launched at the prestigious Geneva Motor Show, the highlight is an engine upgrade based around ABT’s renowned Power-S module, which boosts power from the 4.0 V8. It now produces 735hp – a staggering 175hp increase over standard. There’s also 920Nm of torque, which is what makes this big estate so devastatingly fast.

    It’s not just about the power though. The rest of this stunning RS6 has been upgraded to ABT’s 1 of 12 spec – if you like bare carbon fibre, then you’re sure to get very excited about this. The posh weave has been put to good use for the mirror caps, the rear diffuser, rear spoiler and front canards. It contrasts perfectly with the Nardo grey paint. ABT’s trademark wing vents add some drama to the flanks of the big RS – you either love them or hate them; but one thing’s for sure, they set this car apart from lesser RS6s.

    The wheels are real monsters – 10x22in FRs wrapped in Dunlop 295/25 rubber, which are rated for 180mph – something this RS6 will achieve without even breaking a sweat. 22in alloys may be a tad large for many, but that’s okay as ABT can supply them in 21 or even 20in, if required.

    Inside, the already well-equipped and luxurious Audi has been treated to even more goodies. The seats are finished in a leather and Alcantara mix that matches the exterior. The ABT logo is featured on the headrests, while the 1 of 12 logo is on the passenger side of the dash. All of the pillars and the headlining are finished in soft touch Alcantara. But that’s not all. The door frames, parts of the dash, door panels and even the steering wheel have been treated to a leather/Alcantara mix.

    So there you have it – the most exclusive RS6 currently available. A range of highly developed and quality enhancements have taken the big estate to the next level.

    SPECIFICATION ABT / #Audi-RS6 / 1 of 12 / #Audi-RS6-ABT / #Audi-A6 / #Audi-A6-C7 / #Audi-RS6-ABT-C7 / #Audi-RS6-C7 / #Audi / #ABT / #Audi-A6

    Engine 4.0 #TFSI #V8 #biturbo , #ABT-Power-S New Generation control unit
    Power 735hp, 920Nm
    Brakes Audi carbon ceramic
    Wheels #ABT FR 10x22in with Dunlop 295/25 tyres
    Exterior ABT air inlet panels, front canards, rear diffuser, rear skirt, wing inserts, mirror covers, rear spoiler all made from carbon fibre
    Interior ABT leather and Alcantara used for headlining, tailgate, pillars, dash, steering wheel, door panels, centre console and sports seats, ABT floor mats, boot mat, integrated entrance light with 120 years logo, start stop switch cap
    Contact Richter Sport www.richtersport.co.uk


    Above: The view most people will have of this RS6.
    Above: Front ends don’t get more menacing Left: They’ve even fitted ‘120 years’ logo puddle lights.
    Above: Bespoke interior features swathes of Alcantara Right: ABT logo seats are unique.
    “The ultimate RS6; exclusive and desirable”
    Far left: Carbon rear diffuser and quad tailpipes Left: Carbon mirror caps Bottom: The mighty 4.0 twin turbo V8.
    “A true monster – the only car you’ll ever need”
    22in alloys may be a bit OTT for some, but they do 21s and 20s too.
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    C7 A6 Amazing interior and air.

    REPPIN’ MOBILE

    When you run your own company specialising in high-quality air-ride and interior upgrades, your daily driver needs to be something a bit special…

    Without wishing to resort to clichés and stereotypes, I think it’s pretty fair to say that a great deal (but certainly not all) C7 A6s are company cars. You can see lots of these big, executive four-doors bombing up and down motorways; often with a suit jacket hanging in the back. From photocopier salesman, to self-employed financial advisors, the A6 makes a lot of sense. You can get some cracking PCP and business lease deals on the saloons, and with the 2.0 TDI Ultra models, decent performance and cheap tax. The S-line and Black Editions look fantastic and are well equipped, too. However, you don’t expect to see a 20-year old driving one of these Audis. And you certainly don’t expect to see one that’s been as well modified as this one.

    So, is the owner, Henry, a sales rep with a very understanding fleet manager that lets him mess with this car? Of course not. Henry runs his own company – Riiva Design.

    The Leicestershire-based outfit specialise in styling upgrades, in particular interiors and air-ride. With a background in converting T5 campers, it was a natural progression for Henry to get into boot builds for air-ride. You may question why he didn’t go for an RS6 – after all this is the ultimate incarnation of the A6. For starters he’s only 20; he also does a lot of miles each year and even a used C7 RS6 is well over £50k. He also does some racing in the VW Cup, so gets his fix of high octane action on the track. For his daily driver and company demo car, he wanted something big, good looking and refined. That’ll be an A6, then.

    “I had a B8 A4 avant, but wanted something larger,” recalls Henry. “I initially looked for an avant, but then I saw this in grey and had to have it.” The two-year old TDI S-line came with lots of options and would make a perfect base for his project.

    “I drove it for just a day before I got it on the ramps,” he smiles. The plan was to drop it as low as possible on air-ride and create something special in the boot to show what his company can do. With so many cars running similar set ups out there, Henry had to think hard to be different. It helped that he managed to get his hands on one of only a handful of brand new AirLift Performance 3H management kits that allows total control and adjustment of both height and pressure.


    “Fitting air-ride to an A6 is different than, say a Golf,” says Henry, “ they have more complex set ups with double wishbones etc.” He reckons the entire air install took about a week.


    Pop your head inside this A6 and you’d be forgiven for thinking it was some sort of RS special edition. There’s swathes of red leather as far as the eye can see, from the retro-fitted RS4 wing back front seats; even the flat-bottom steering wheel and gear gaitor have been re-trimmed to match. The door cards are finished in red Alcantara and much of the plastics are now red too. It looks and smells like a very high-end cabin and is one of the best features of the car.

    When it came to deciding what wheels to run, Henry had an ace up his sleeve. “I spoke to Brian from Rotiform and he agreed to sell me his own personal set of CCVs off his A7,” he comments. The gargantuan 10x21in alloys took some work to get on, including fitting adjustable camber arms on the rear, plus pulling the arches and modifying thee rear brakes, but they certainly look the part.

    This A6 is one of those cars that, on the face it, doesn’t have a huge list of upgrades. But, it manages to have maximum impact, which is exactly what Henry wanted. As the demo car for Riiva Design it fulfils the brief perfectly and will keep him happy until such time as an S or RS badged Audi replaces it.

    As company cars go, it’s up there with some of the best – and not a suit jacket in sight!


    Right: Mean front end and stunning interior.

    Above: Air tank built into the boot lid Bottom left to right: Full red leather re-trim transforms this A6.

    “I drove it for just a day before I got it on the ramps...”

    Top Take off! Above: New 3H Controller.


    SPECIFICATION #Audi A6 C7 #TDI #S-line / #Audi-A6-TDI-S-line / #Audi-A6-TDI-S-line-C7 / #Audi-A6-TDI-C7 / #Audi-A6-C7 / #Audi-A6 / #Audi-A6-2.0TDI-C7 / #AirLift-Performance / #AirLift / #Audi-A6-C7-AirLift /

    Engine 2.0 TDI with a remap

    Brakes Stock

    Suspension #AirLift Performance set up with brand new 3H height and pressure management, adjustable camber arms at rear

    Wheels and tyres 10x21in #Rotiform-CCV / #Rotiform with 265/30x21 Michelin Pilot SuperSport

    Interior RS4 front seats re-trimmed in red leather with Alcantara backs, red leather steering wheel, red Alcantara door cards, interior plastics done in red, full boot install with compressor tank mounted on boot lid

    Exterior RS-style front grille, arches rolled and pulled, custom front splitter, grille surround and window trims done in black, cut down number plates

    Contacts/thanks Riiva Design www.riivadesign.co.uk, Rotiform www.rotiform.com
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    2016 / #Audi-A6 / #2018 / #Audi-A6-C8 / #Audi

    Remain true to their own values, but still do not miss the train of time - this challenge is currently the entire auto industry. Not for nothing showed the German premium brands BMW, Mercedes and Audi lot of presence on the Consumer Electronics Show in Las Vegas. Where to grow together what belongs together has not yet really: the fast moving consumer electronics and the other hand comparatively leisurely carmaker.

    Audi CEO Rupert Stadler sees the change undaunted in the face: "The auto industry is still a classic business model, but we will convert it into a platform business." And the future also means more of a co-Stadler than against one another. Overlooking the joint commitment of BMW, Mercedes and Audi in the adoption of digital maps specialists Here explains Audi Chairman "Sometimes cooperation is better than competition." Classic Powerlifting Let us first with the classic business model: A cooperation in matters Audi A6 , BMW fives and Mercedes e-class will not happen, because still ruled a three-way battle. And who gets these days fresh food: The Mercedes E-Class rolls just began in a new form, the quintet follows the end of the year, the A6 2018.


    The A6 speaks in his new edition of the viewer with a widened grille whose corners are now drawn sharp. The single-frame to be lost in the overall height of a few centimeters. Visually, the A6-oriented as the A8 in the study Prologue and receives as the other Audi models more flared wheel arches. The original idea of the Quattro is to be revived by the Bank in the design - even during the A3 facelift this spring. The A6 is there at first only with all-wheel drive and with an optional all-wheel steering, which takes over the business from Limousine Q7.

    Much light band has been speculation on the stern in the past a drawn through. But since Audi has made other choices. Four models are available in the future with this design feature: the new A8, the A7 elegantly shaped, the Q8 and Q6 as an electric car, which will be manufactured from 2018 at the Brussels plant.

    A6 as an electric car?
    Yet Audi plans to A6 is not a pure electric car. But Rupert Stadler is happy that he can react on the building blocks of the Group flexibly to the needs of the markets. In their own e-motor production in Hungary, he even sees a core competency of the house for the future: "In the electric mobility, there is no turning back."

    Audi is fully energized and prepares the next A6 Q7, Q8 and A7 definitely as a plug-in hybrid in front, carrying the additional designation e-tron. But clearly, it remains even when using the classic Nitro of the 2.0 TFSI petrol with 190 and 252 hp and the two-liter diesel engines (150 and 190 hp) to the three-liter V6 engines with 218, 272 and 333 hp, which will be modified by then facing more stringent emission standards. Audi relies on SCR technology.

    In addition to the dual-clutch S tronic, it will continue for the powerful engines that develop more than 500 Nm of torque, enter the eight-stage converter ZF automatic transmission.



    Long term, the eight-cylinder engines become extinct in the volume models, it increases the four- and six-cylinder in the performance. but Sporting S and RS variants definitely stay in the program, since Audi thus can drive remarkable sales success. Do not rule out the way that the Audi five-cylinder, as it is used in RS 3 and TT RS (400 hp), also adapted for longitudinal installation.

    New Tags

    Who talks to the Audi specialists, comes to many new Tags not around: artificial intelligence, management, new type of user experience, Big Data, Internet of things - all right? Do not worry that comes step by step, some can, but you do not understand. The main thing is, the car good use, feel safe and comfortable and can integrate their personal data and applications easily. And then it looks all.

    The chosen path remains the brand faithful: The trend is toward intuitive operating systems, which can be controlled by touch. The number of switches is intended to be gradually reduced. It is based on the Modular Infotainment System (MIB), the Audi introduces in several steps. A8 and A6 are based on the study Prologue, in which the entire front of the instrument panel is a kind of large display. It is a touch screen with haptic feedback - the driver will feel so in the fingers that he has activated a function - controlled instead of a rotary push-and. Pressing on the screen it feels like a button, including clicking sound, so the Audi drivers of change easily falls possible. With the first pure electric car Q6 (also new for 2018) then the next stage of a new operator control and display concept with vaulted screens.

    The general trend in rapid development stage of the LTE mobile communications, shorter call setup times and improved voice quality when calling goes. This entails additional online services that provide additional features, such as the navigation permit.


    A6 with OLED technology

    What Audi still very strong addition to the new features in the multimedia sector at heart: the introduction of OLED technology in lighting, which stands for "Organic Light Emitting Diodes" stands. In each OLED unit include two electrodes a plurality of thin layers of organic semiconductor material is a. Here, then layers are made to emit light, so that it is not to point light sources like the LED, but panel radiators.



    This technique was first offered already this year for the TT RS, 2017 followed by the four-door coupe A7, and from 2018 OLED is to have as an option for the A6. As Mercedes E-Class and BMW five is made fit even the A6 for the semi-autonomous driving. He parks in the longitudinal and transverse gaps automatically, keeps its own track and the distance to the vehicle in front of more than 200 km / h, braking in an emergency completely to a standstill. Currently the works of 40 km / h to market, this figure is likely to increase.

    The opportunity to seek help when overtaking, as from now, the new E-Class, there will be the Audi A6. In Mercedes this technique works currently to pace 130th

    on the other hand does not change in principle to the dimensions of A6 and A6 Avant. Even the boot capacity remains about the same. Due to the strict crash standards, especially in the United States no longer so large jumps are possible as before in losing weight. The A6 will still lose again at 50 kg, and then come into the lightest version below the limit of 1600 kg. However, he is not all-aluminum car.


    What is not yet clear: when the Avant follows. There are two scenarios: in parallel with the launch of the sedan or until the following year. , Applies however that the distance will be similar to the A4 few weeks as more likely. Does the competition from old?

    Ring the new Audi business sedan therefore a new era? See the previously introduced competitors BMW and Mercedes E class five from old fast? Most certainly tangible leap expected Audi succeed in the design of the cockpit and operation. The placed in the center console display is compared to the more conventional architectures of BMW and Mercedes, both continue to rely on a rotary push button, much more progressive, the usual keypresses intelligently linked with a touchscreen. Mercedes offers the touch-sensitive buttons on the steering wheel a good compromise. Motto: In principle, we rely on the old world, but who wants the new, she gets at least a little. BMW touted the gesture control, but remains as Mercedes the old ways. Only Audi combines the smartphone world with the desire of motorists, even touching getting feedback during operation. Should this technique, the Audi has just shown at the CES in Las Vegas, work everyday reliable, the brand has developed a real advantage in the operation of the future. That should especially BMW be a thorn in the flesh, who always claimed in this area, the leadership itself.

    Interesting is certainly the struggle for comfort crown. Mercedes backed by its sophisticated air suspension together with comfort seat here before powerful, but also Audi has to focus more on ride comfort directed than before.


    Air suspension and new seats given gets the A6 air suspension from the Q7, but which is modified again stronger. The goal is a wider spread of the different driving modes. As Mercedes expects Audi from newly developed seat with a softer seat at the same time reinforced lateral support a more comfortable ride. Gone are the days when it the Audi developers goal was simply to construct the sportiest car in the class. What should the bargain hunters among buyers find interesting: Unlike the Mercedes E-Class, it will probably be the A6 continue with manual switch. This alone will provide the best base price in the future of Audi in the upper midrange segment, although the entry petrol 1.8 TFSI flies out of the program.

    Who even this sharply designed A6 still seems too good, which can alternatively engage the next generation of the four-door coupe A7, which is visually more expressive. Also available from 2018 at the dealers.

    While still lean BMW fives and Mercedes E-Class quite strongly to the well-known brand design, Audi is taking a new, fresh way with the A6. Also in the cockpit and the new operation with touch touchscreen brand shows the courage to change. That could be the key to success, because otherwise the three German premium models move at eye level. All drive semi-automatically performing similar functions, are very well connected and as a plug-in hybrid available. Overall succeeds the Audi A6 but best to convey progress visually.


    Audi: progressive than BMW and Mercedes


    New BMW fives with evolutionary design

    The end of the new five will be presented: He gets a higher quality cockpit in Style Sevens, is lighter, runs semi-autonomous and to be more dynamic and more comfortable.

    Even the five takes as the E-class to the driver in the future if desired some work from. Both can be up to speed following the anticipated driving car 210 km / h self-employed, for example, on the highway.

    Visually reminiscent of the new five, which is presented at the end of the year, very strong at the sevens. This also applies to the high-quality cockpit, which is however created some driver-oriented. Unlike Mercedes for the E-Class BMW leads fiver a gesture control. When driving are no complete new concepts, but amendments to existing engines, it remains in the eight-stage converter ZF automatic transmission. Even without the use of carbon of five is about 100 kg lighter. Compared with the Audi A6, he also acts designed conventional. Exciting the comparison is safe with the driving dynamics.

    The new five-similar to the predecessor. Behind the black stripes in the middle of the grill

    the radar for autonomous driving functions


    Mercedes E-Class with traditional virtues

    The new Daimler is digital, but the changes concerning the operation are far less radical than at Audi. The Focus: Top comfort and many new automated driving functions.

    The E-Class is to set new standards of comfort after the desire of developers. There are newly developed seats and an air suspension with two chambers in front and three behind. Operation is unlike Audi continues via a known rotary-push-button control, but is supplemented by two buttons on the steering wheel, with which one also click through the renovated menu structure and can wipe. Progress, but no new scale. High-quality, easy to read, but extra charge: the new widescreen with digital instrument cluster. With Excitement: the new six-cylinder from 2017. The growing E-Class Status and ride comfort, closely follows the S-Class. The Audi A6 is clearly progressive. Advantage: Both have a clear positioning.

    E-Class there again with two different fronts. The picture shows the Exclusive version with a classic grill and star on the hood.

    Curved and sharp screen, a touchpad with haptic feedback, there is only for also for limousines New assistance systems and lighting
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    DRIVEN: LITCHFIELD AUDI RS6 RS6 C7 / Litchfield’s 750bhp monster

    We drive Litchfield’s 750bhp Stage 3 RS6 – quite possibly the perfect daily driver for those with deep pockets… Words Paul Cowland. Photography Chris Wallbank.

    When Audi created the RS Avant range, it almost made the perfect car. Practical and stylish, yet exclusive without being flashy or pretentious. While the latest RS6 is potent enough for many, for a burgeoning group of owners, it really only forms the basis for creating something even more accomplished. For those lucky enthusiasts, when the thrill of a 552bhp commute becomes too mundane, Iain Litchfield is the man they increasingly turn to, in order to make things better. As a serial super-car tamer and tuner, with Land Speed Records and race championships to his name, Litchfield was quick to recognise the potential in this platform. To capably prove this point, the company’s latest incarnation of its all-new demo car puts out a genuine 750bhp… or put simply, at least 150 more than pretty much anything attainable to come out of Woking, Stuttgart or Maranello.


    “The idea for this package really came from our clients,” smiles Iain Litchfield. “A great many of our customers have a selection of supercars to choose from, with their RS6 being their everyday transport. Dozens of them have come to us with a view to creating something a bit more special, but we’ve always rather liked the idea of creating a car that could be all things at once; a perfect family troop transport, an accomplished track machine and an effortless tourer. The Audi RS6 is the perfect blank canvas for that, but with our trademark car being our totally usable 1200bhp Nissan GT-R conversions, our customers rightly expected a little more performance in all areas. While, in theory, it’s totally possible for our R&D team to create a package that ultimately endowed the RS6 with that sort of power, we didn’t feel that it was the kind of car that needed that kind of conversion. Chatting to our clients, their RS6 is the car they use every single day, as a ‘sensible’ way of getting around. When we set out to improve this car, that easy drivability and docile nature was important to keep in the car. Speaking personally, this is the car I take my kids out in as a family hack, so keeping things usable, sensible and fit-for-purpose over-ruled any headline-grabbing figures. We were always much more interested in the overall feel of the car, rather than the outright numbers. It’s how we always approach the tuning process.”


    While that’s an admirable stance, it’s hard to argue that 750bhp isn’t a stellar amount of power for a family estate. For context, let’s look at a few key players. The Lamborghini Huracán has ‘just’ 602 bhp. The Porsche 911 GT3 RS – a scanty 500. Of course, these cars weigh very little, but even when you look at 2.2 tonne heavyweight performance leviathans like Bentley’s GT3-R (which uses the same VAG sourced 4.0 TT engine) , with its grin-inducing 572bhp, then you start to understand that Litchfield really has made the RS6 very fast indeed.

    It has achieved this in its usual, efficient fashion, and with a cast of reassuringly accomplished names. After extensive flow analysis of the standard turbos and injectors, Litchfield’s team was happy that they could easily cope with the proposed power and torque figures. Next on the agenda would be improved breathing, as this was clearly where the standard Audi system was strangling the RS6’s potential.


    On the intake side, the factory airbox has been removed entirely. To be replaced with a rather smart carbon fibre airbox of Litchfield’s own design. Dyno tests proved this to be able to flow significantly more than the OEM set-up, which would bode well for what was to come. Balancing this new-found efficiency, Litchfield then fitted a full Akropovic exhaust system, allied to their own customfabricated 90mm downpipes, which replace the restrictive factory catalysts. The exhaust is a key part of this conversion, as it gives the RS6 an aerobic capacity that the factory, with its need to tick its many legislative boxes, could only ever dream of.


    As well as looking much nicer and flowing more efficiently (the exhaust adds decent torque and power by itself), the Akrapovic saves a useful 8kg over the OEM system. It also creates a soundtrack that wouldn’t disgrace itself at the Albert Hall – but we’ll come to that in a moment. Crafted in lightweight titanium, this exhaust system has cast collectors and consists of three silencers. The central version of which features a cross-piece inside, which helps to improve power and ‘tune’ the exhaust note – particularly under full throttle. The valves of the system are designed to open and close in line with the RS’ standard electronics, giving this system the full functionality of the Ingolstadt parts, even if the flow rates and sublime noise that emanate from it across the rev range are anything but! These two components really are key to the Stage 3 conversion, as they allow the car to make an additional 50bhp above Litchfield’s Stage 2 package – which has to make do with a mere 700bhp, of course.


    With this new found lack of restriction, Litchfield’s team was then free to move the car to its in-house dyno in order to perfect a software solution that would really make the most of the new components. Keen to maintain all of the Audi’s useful CAN-BUS features (like the immobiliser and interactive functions) but increase control, Litchfield has developed a solution that has allowed them to enhance boost, fuelling and ignition parameters, while maintaining all of the factory failsafes in place. After many miles and hours of dial twiddling and key tapping, the result is a verified dyno trace that now reads 750bhp, with 680ft/lb torque… from a factory starting point of 552bhp and 516 ft/lb. “In theory, we could actually extract more from this set-up,” explains Iain. “But that would mean running the turbo, fuel pump and injectors too close to their maximum efficiency. At this current level, the whole engine is well within its capabilities, and reliability and longevity are assured. Back to that original brief; we’re not trying to chase numbers, we’re trying to create a family-friendly supercar.” All very sensible… well, as sensible as one can be when designing a 750bhp estate car…

    With the powertrain package fully signed off, Litchfield fettled the edges of the Audi’s already excellent chassis with a couple of tried-and-tested upgrades that really make a difference to the surefooted feel of the whole package. A couple of hours spent on Litchfield’s laser-alignment rig has resulted in a minute-perfect toe, camber and caster set-up that means the big #Audi can now be placed with the utmost precision on the road, while a full set of Goodridge brake lines give a subtle improvement in feel and precision to the feel of the brake pedal. Allied to race-spec brake fluid, they ensure that the Audi’s stopping capabilities more than keep up with its new-found performance. Currently, the factory rubber provides the grip on this demo car, but with a set of sticky Michelin SuperSports about to be added into the mix, expect the bar to go higher still in future.

    Out on the road, the work that has gone into this conversion is immediately apparent. On a micro level, the small suspension changes make a big difference to the crispness of this big estate. The steering is exceptionally communicative for a large 4WD car, and the weight and feedback are just right, with the car feeling very neutral in the turns. During our chat, Iain was keen to point out how much refinement has been applied to the throttle maps on this car, particularly with regard to low-speed cruising and bimbling around town. Here, the RS6 feels no different to its factory forebear.


    Sure, it’s able to shout a little louder if you want it to, thanks to the Akrapovic’s integration with the Audi’s exhaust control, but if you keep everything in ‘Comfort’ the Litchfield RS6 does a very passable impression of a docile, refined, well-behaved family commuter.

    That all changes in an instant however, the second you flick the #Akrapovic into shouty ‘Dynamic’ mode and start mashing the accelerator into the carpet. At this point, all 750 horses make it abundantly clear that they’re very angry and willing to gallop – bellowing with a raucous, sonorous holler through those fat titanium pipes. The effect is mind-blowing. This car can pick up its skirts and shovel like no big estate I have ever sat in. Let’s be honest, it’s faster than most of the exotica I have ever sat in too! When asked to do so, the Litchfield car simply squats and fires – with the immediacy and drama of a high explosive device. If you’re going to play at this level, prepare yourself for a visceral assault as your ears revel in that simply delicious exhaust note while your eyes struggle to adjust to how fast the horizon approaches and your brain realises just how fast it is having to think at this velocity. Iain wasn’t lying, it IS a very civilised car, but on a public road, with that much immediate power and that much gut-wrenching torque, it does make you adjust your driving style in order to make the most of what’s on offer. This car isn’t just fast, it can be in the next postcode before your cerebral cortex has had the chance to realise that you’ve even started moving. Not concentrating is not an option when you invite this car to play.

    As we approach the traffic lights, the speed is quickly scrubbed off by the impressive factory stoppers – those Goodridge lines giving impressive modulation as the nose squats heavily towards the tarmac – and in an instant, it’s a pussycat again. No barking, popping exhaust. No crackling downshifts. Just a big estate car, happy to pootle to whichever school run, shopping trip or holiday that you need it to. Iain’s right. This really is the only car you’ll ever need. More exciting and involving than a factory-level supercar, yet practical and usable enough to handle the boring and sensible stuff that life throws at us. If your budget stretches to an RS6, and you’re debating as to whether you need a supercar or an estate car as your next purchase, then why compromise? Why not have both? This really is the only car you’ll ever need.

    One of the best seats you’ll find anywhere.

    Below: RS6 looks stunning in white Right: 750bhp delivers epic performance Bottom right: Many hours were spent on the dyno perfecting the map.

    “A raucous, sonorous holler through those fat titanium pipes...”

    SPECIFICATION Litchfield / #Audi-RS6 / #Audi-RS6-C7 / #Audi-A6 / #Audi-A6-C7 / #Audi / #2016 / #Litchfield / #Audi-RS6-Litchfield-C7 /

    Engine 4.0 V8 #TFSI bi-turbo, #Litchfield-Stage-3 Conversion, Litchfield Stage 3 remap, Litchfield carbon airbox, full #Akrapovic evolution exhaust system, custom 90mm Downpipes.

    Power 750bhp and 680lb/ft
    Transmission 8-speed tiptronic / #ZF / #ZF8HP
    Brakes Factory RS6 (non ceramic) with #Goodrige uprated hoses
    Suspension Full laser alignment
    Contacts/thanks Litchfield www.litchfieldimports.co.uk

    Left: Litchfield Stage 3 includes custom carbon airbox. Below: Akrapovic exhaust Bottom: Stock turbos are retained.

    Quiet and civilised, until you wake up that V8 biturbo!
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