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    Five star. This ballistic B5 is packing 500bhp so has the go to back up all that show… Words Davy Lewis Photography AJ Walker. AUDI RS4 500hp B5.

    There’s something about an original that gets under your skin. The first version of something – whether it’s a trainer, a film or a car is somehow special. It’s odd when you think about it, as quite often, the first version of something isn’t quite right. It’s not until it’s refreshed and V2 is releases that everything comes together. This may be true of smart phones, TVs and other tech gadgets, but with cars? I’m not so sure.

    On the one hand, you can’t deny that each time Audi releases a new version of a well-loved model, it will be bristling with technology. It’ll be more powerful, more reliable and generally better all round. Yet many of us still hanker after the original. Nowhere is this more so than with the RS4.

    The original B5 was released in 2000 and immediately made a statement. Here was a 375bhp, four-wheel drive estate car that could outflank a Porsche. It boasted a Cosworth-tuned, twin-turbo V6, fantastic blistered wheel arches and a presence that oozed understated aggression – something #Audi does so well.

    But here’s the thing: the B5 RS4 is now 17 years old. Two further generation of RS4 have been released, with another, the B9, due to drop later this year. But, for many, the original B5 is still the one.

    Forget the fact that it’s been eclipsed dynamically by the newer models. Ignore the issues with reliability inherent in a highly-tuned-from-the-factory machine like this. Put to the back of your mind the horror stories you’ll hear from B5 fans who have almost bankrupted themselves attempting to keep their pride and joy on the road (times this by ten if you’ve tuned it) and focus on the good bits. Of which there are many. Which is why there’s such a healthy appetite for these things.

    So when serial Audi tuner, Julian Loose and our man, Adam Walker, spotted this in-your-face RS4 in Austria, I was keen to find out more.

    On the face it, this is ‘just’ another RS4 with a fancy wrap. It has a taste of the Jon Olsson about it– he of the extreme RS6 and R8 Gumball fame. However a bit more investigation revealed that this was a proper build, featuring a 500bhp engine, tuned chassis and more.

    Let’s kick off with that engine. The twin-turbo V6 needs no introduction. The 2.7-litre unit came with a factory fettled 375bhp and went very well indeed. But, as the years pass, this highly-tuned lump needs plenty of TLC to keep it running as it should. It’s a complete arse to work on and needs to be dropped for many, even routine jobs, which is why it can end up costing a small fortune in labour rates alone. Plus there are numerous documented issues that will occur at some stage from corroded pipework to blown turbos.

    So, it you’re really going to do it, you may as well get stuck in and go for more power right from the off – and make sure you uprate all the necessary parts in one hit. That way, you (hopefully) won’t be spending more time in the garage than on the road.

    The owner, Ilkka, has gone for a tried and tested setup of RS6 hybrid turbos to provide the boost. There are 630cc injectors and a TFSI coil conversion, plus Wagner intercoolers, a cold air intake and custom made exhaust with the cats removed – a sure fire recipe for big fun. With around 500bhp on tap performance is best described as brisk.

    The whooshing of those twin-turbos, combined with the snarl from that unrestricted exhaust means this thing emits the kind of V6 howl that makes you smile. It’s a special B5-ness that you simply can’t find anywhere else.

    The stock transmission copes admirably with the extra grunt and the tough sixspeed box takes it all in its stride. Again the manual gear lever is part of the reason so many people love these things.

    With significantly more power than when it left the factory and with the ravages of time, the chassis needed updating to cope. A full complement of poly bushes was fitted, to remove that saggy, vague feeling that occurs when stock bushes wear out.

    Again it’s a pain in the ass job to complete, but it makes a big difference, especially on older Audis. With less play in the suspension and steering components, the B5 feels tighter and more responsive. To allow the suspension to be finetuned, a set of KW Variant 3s were ordered.

    These multi-adjustable units allow full control over bump and rebound, to provide a sporty, yet forgiving feel. The geometry has been professionally setup to give this RS4 a more dialled feel, with far more adjustablity than the neutral, understeer focused stock set up.

    The final upgrade for the chassis is a set of brakes nicked off a Porsche. These meaty calipers were designed to stop a 170+mph sportscar, so do a fine job on the RS4 teamed up with ECS Tuning discs and Ferodo DS2500 pads.

    Styling wise Audi got it right first time and there’s no need to add bits, aside from the odd splitter or maybe vent if you’re into that sort of thing. So this B5 remains stock, aside from a wrap. Now, it’s not going to be to all tastes, but Ilkka wanted something to make the car stand out at events and the Jon Olsson-inspired camo wrap certainly ticks that box.

    One thing that had to be bang on the money was the wheels. The 3-piece, multispoke Rotiforms fill the wide arches very nicely – and at a girthy 10.5-inches, they should. Some work was required to get them to fit right, but they look great.

    Inside, the stock seats have been replaced with some of the best in the business, Recaro Pole Positions. These fixed back efforts not only look great but also save weight. The GT-inspired interior is completed with a suede steering wheel and gear knob.

    So there we have it – another wellfinished RS4 B5 that reminds us how much love there is for these things.

    TECHNICAL DATA SPECIFICATION #2000 / #Audi-RS4-B5 / #Audi-RS4 / #Audi-A4 / #Audi-A4-B5 / #Audi / #KW / #Rotiform

    Engine 2.7 twin-turbo V6, #RS6 hybrid turbos, #Wagner intercoolers, cold air intake, custom turbo back exhaust with cats removed, custom map, #Siemens-Deka 630cc injectors #TFSI coil conversion
    Power 500bhp
    Transmission 6-speed manual
    Brakes Porsche 911 calipers with #ECS discs and Ferodo DS2500 pads, braided lines
    Suspension #KW-Variant-3 coilovers, polybushed, full geometry set up
    Wheels 10.5x19in #Rotiform-INDT 3-piece wheels with 255/30 Michelin Pilot SuperSports
    Interior Recaro Pole Position seats, suede RS4 steering wheel and gearknob, PLX a/f ratio meter FIS control in the OEM screen to show boost, exhaust temp etc
    Exterior Full Avery charcoal matte metallic wrap

    “There’s still so much love for the B5”

    Above left Recaro Pole Positions.
    Above Alcantara-clad wheel.

    Above top: Porsche brakes sit behind 10.5x19in Rotiform INDs.
    Right: The 2.7 #V6 heart pumps out around 500bhp.
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    Audi R8 tuning - Turbo VS. Supercharged!

    When it comes to boosting performance, which is best – supercharging or turbocharging? We decided to find out with a pair of tuned R8 V10s.

    There’s no doubt that the 5.2 V10 is a damn fine engine. It sounds truly amazing and imbues the #R8 with rapid performance straight out of the box. But when there are guys out there with tuned RS6s that can out punch the V10 in every respect, then some may seek to redress the balance. After all, who wants their super car to be left for dead by a family estate (even if it does have an RS badge).

    Clearly the naturally aspirated V10 is already at a pretty high state of tune. It makes a healthy 518bhp and produces ample shove. Some minor tweaks may free up a little more power, but to make any serious gains there is only one option – forced induction. The question is, which method is best?

    In basic terms, both systems are designed to force more air into the engine. More air, combined with more fuel means a bigger bang and greater power. But they have very distinct ways of delivering this. A supercharger is belt driven by the engine, which means it offers that instant and often quoted linear power delivery. The downside is that the supercharger is parasitic, in that it requires some engine power to actually drive the blower. A turbo on the other hand utilises spent exhaust gasses. It effectively recycles them to turn the turbines and blow more air (boost) into the engine. So it doesn’t take any engine power to run them. However, they do need to come on boost to be effective, and below a certain level a turbo will (in most cases) offer less instant power than a supercharger. However, in reality, with careful engine management and a large capacity unit like the 5.2 V10, the differences may be less pronounced than you’d think. In the interests of science (and wanting to hang out with some uber cool R8s of course!) we headed to Litchfield Motors to looks at two of the finest tuned R8s in the UK today.

    With terrible weather on the day, we were unable to drive them. But having interviewed, at length, the guys that built and tested them, I think you’ll discover everything you need to know about these two forced induction beasts.

    White #Audi-R8-GT

    On the face of it, an R8 GT is a pretty special thing. One of just 33 UK cars, it’s packing some serious upgrades to its suspension, brakes and interior and exterior, along with a healthy 552bhp from the mighty V10 engine. It’s also 100kg lighter than standard. But when you own an #F1 team and have access to a fleet of exotica that would be guaranteed to win you any Top Trumps competition, then a bit more power is always handy.

    The brief with this car was to create more grunt, but without destroying the finely balanced dynamics of the GT. So any turbo upgrades would need to work with the car as a whole. So a huge single turbo that comes in with a shed load of boost at high rpms, would not do. Fortunately, there’s a company producing a twin turbo kit for the R8 and its sister Gallardo.

    Heffner Performance have spent a long time developing their twin turbo system to give a decent increase in power, while maintaining the drivability. It’s based around two #Garrett-GT35 blowers, which are each capable of 700bhp, but in this case they run just 0.5 bar of boost. The beauty of the system is that because the high-compression 5.2-litre V10 is chucking so much flow down the exhausts, the turbos spool up ridiculously quickly. This equates to a lag-free response that gives much more power, but feels like a naturally aspirated car.

    The Heffner kit includes everything required, including a brace of GT35s, charger cooler and all ancillaries, and took Litchfield around a week to fit. “The GT is slightly different to the stock V10, so we had to modify a few bits, such as the turbo inlet pipework,” says Iain Litchfield. With the kit fitted, the V10 was treated to a full custom map, and it made a very healthy 850bhp on their dyno.

    “With a built engine, you’d easily be looking at 1500bhp,” says Iain, “but our limit is 850bhp on stock internals.” With US Gallardos running even great power than this, on the same engine, it’s clear there’s a lot more potential, should you require it. That said, the ferocity of an 850bhp tune, makes you question whether any more is really required. Perhaps the best thing about the install is the emphasis on drivability. Whereas some turbo kits can be very on-off in their power delivery, this is all very linear. As Iain explains, “It feels like a bigger engine; there’s no perceptible boost, but it’ll still light up all four wheels in fourth!” He continues, “Around town it drives just like a stock V10 and has a very OEM feel to it.”

    With the GT so highly equipped, no other work was deemed necessary. The uprated suspension is more than capable of handling the extra grunt, and there’s no question over the carbon ceramic brakes’ credentials.

    The whole install, including shipping the kit over from the States, set the owner back around £30k. But for that’s he’s got what is surely the ultimate version of the R8 GT you’ll find on the planet. The owner is one of those fortunate individuals who not only has petrol running through his veins, but is able to indulge his every desire when it comes to cars. But when your day job is running an F1 team, then you need some extra special toys to keep you amused in your down time.

    Daytona Grey #Audi-R8

    The stock V10 R8 is no slouch. The high-compression 5.2-litre engine is a peach and sounds truly amazing at full chat. When it’s singing away over your shoulder (especially in the Spyder), you’d be forgiven for thinking you’d entered automotive heaven. These cars are also reasonably attainable too. Everything is relative of course, but for those who are considering a new RS5 or maybe used C7 #RS6 , similar money could buy a used, early R8 V10.

    This car belongs to Ryan Griffiths of Syvecs Powertrain Control. His day job is producing bespoke, motorsport-spec engine management solutions, so he knows a thing or two about how to make a car drive well. The project actually came about by chance. “I was doing some work for a client in China and he said he had a VF Engineering supercharger kit, but he couldn’t get it to work on his car,” says Ryan. “He said if I could get it to work on my V10, I could have it.” Not one to pass up an opportunity like this, Ryan duly packed the kit up in his luggage, paid the excess baggage, and flew home with his new kit.

    Having worked alongside Litchfield for many years, Ryan knew these were the guys for the installation work. The comprehensive kit included everything needed, such as a complete new inlet tract with intercooler and charge cooler. The engine had to be tilted back slightly to accommodate the pulleys and belts, while extra cooling pipes had to be run to the front of the car to the charge cooler. All told the installation took around a week. With the supercharger ready to go, the next step was to get it working to its full potential.

    This is where Ryan’s day job came to the fore. His experience and expertise with the Syvecs management allowed him to create a custom package for the ’charged V10. It kicks out a healthy 750bhp, which comes in quite sharply and early on. With the engine-driven ’charger delivering more, instant low-down grunt than a turbo, he worked hard on the advanced traction control. R8s may be quattros, but they are heavily rear biased, so the trick was getting it to lay down the power without too much wasted wheelspin through broken traction. The larger ADV.1 alloys wrapped in sticky Toyo R888 semi-slicks certainly helped here too.

    Perhaps the greatest achievement is the improvement to the gear shift. The less-than-positive stock auto ’box on earlier cars could often be left wanting, especially with more power involved. So again, Ryan worked on the software to sharpen things up for much faster, positive shifts.

    The Dayton Grey R8 sits hunkered down on H&R sports springs matched to the optional MagnaRide dampers, which looks stunning, but it also produces a firm, yet forgiving ride. And with the addition of a (now discontinued) Stassis performance exhaust system, the noise this thing makes is terrific.


    So, after examining both R8s in details, the obvious question is, which is best? Well, it’s not a straightforward answer. Clearly the GT is the rarer beast, and to find one with a Heffner twin turbo installation is pretty mind blowing stuff. The fact it can deliver a savage amount of power, yet behave like a naturally aspirated car is perhaps its greatest achievement. Of course the careful technical work by Litchfield, including the map, really is key to all this.

    The Dayton Grey machine is arguably the better looking car. The #ADV.1 forged alloys looks sensational and with a drop in ride height, this thing can stop traffic with its good looks. It’s also the far more attainable car (well, as attainable as any used £80k R8 V10 can be!) and the supercharger transforms it into the higher echelons of the super car league. And so to the final quandary, which method of forced induction best suits the #Audi R8? The VF Engineering supercharger delivers epic performance from low in the rev range.

    It’s and instantaneous slug of big boosted power, that sounds thrilling, too. As Iain states, “The supercharger gives it a sharper hit of power than the turbo, but it’s the way it’s delivered that makes the difference.” The Syvecs management boasts advanced traction control to allow the power to be transmitted to the road, and the auto box has been reprogrammed to deliver much faster, more positive shifts. It’s testament to the skills of the Syvecs team, that it’s these two areas which really lift the Daytona Grey car from an R8 with more power, to a truly fantastic car.

    Both R8s are seriously fast cars. Plant the throttle and they both deliver savage acceleration and ballistic, linear power. They also both demand huge respect. The GT would be the faster car – it’s lighter and more powerful. But the supercharged grey car is no slouch – and significantly less cash.

    If money was no object, I’d take the GT. The combination of rarity and that barely stressed turbo power, mated to the high-comp V10, makes it, for me, the obvious winner. However, once you factor in costs, the Daytona Grey car makes a very good case for itself. You could, in theory, purchase a used V10 for £60k, then spend a further £30k building a car similar to this one.

    That would give you something that’s guaranteed to put a smile on your face every time you drive it, keep up with the best on offer from the Italians and Germans – and still cost significantly less than a new R8.


    Daytona Grey #Audi-R8-VF-Engineering V10
    Engine #VF-Engineering #VF750 supercharger kit, #Eaton TVS2300 4-lobe roots twin vortices supercharger, air to water charge cooling system, Syvecs engine management including advanced traction control, Stasis performance exhaust system.
    Power 750bhp
    Transmission Stock auto with Syvec remapped box, advanced traction control
    Brakes Stock R8 V10
    Suspension H&R sport springs with #MagnaRide dampers
    Wheels and Tyres Advan ADV.1 wheels with #Toyo R888 tyres
    Exterior Daytona Grey
    Interior Stock R8 V10
    Tuning contacts Litchfield Imports www. litchfieldmotors. co. uk Syvecs www. syvecs. co. uk

    White #Audi-R8-Heffner-Performance GT (1 of 33 UK cars)
    Engine 5.2 FSI V10, #Heffner-Performance twin turbo kit, comprising 2x #Garrett GT35r turbos, charge cooler, all ancillaries, custom remap.
    Power 850bhp
    Transmission Manual #R-tronic gearbox
    Brakes Carbon ceramic
    Suspension Uprated GT suspension
    Wheels and Tyres Stock GT alloys
    Exterior White GT with fixed rear wing, front canards, thinner glass, carbon fibre, magnesium and aluminium components
    Interior Full GT spec ikncluding fixed back seats
    Tuning contacts Litchfield Imports www. litchfieldmotors. co. uk
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    Car #2015 ROAD TEST #Audi #MTM #RS6 R

    211MPH #Audi-RS6-R We drive MTM’s beast. Our European contributor puts the mighty, 211mph MTM RS6 R through its paces on the road…

    It was a warm October morning on the banking at Nardo when we did our top speed tests on a bunch of tuner cars, but the atmosphere in the cabin of the #MTM-RS6-R was cool and comfortable as MTM’s boss, Roland Mayer, rocketed around the 12.5km long high-speed loop to stop the timing clocks at 205.1mph. MTM is no stranger to #Nardo . The 2007 winner of this top speed shootout event, they brought their RS6 R Avant this time, its twin-turbo V8 wound up from the stock 560 to a whopping 722bhp.

    Limited to 305km/h in stock form, this big wagon ran to 329.8 km/h (204.93mph) on day one, and 330.12km/h (205.1mph) on day two. Incidentally, the stock RS6 runs out of puff at 189.1mph.


    “The tuned twin-turbo V8 delivers real pin-you-to your-seat levels of thrust”

    All the tuners provided specifications and performance numbers for their cars, and one of the things we noted was how close the cars got to their claimed top speeds, despite tyre scrub on the banking. The banking at Nardo is designed so that there is no lateral force up to 240km/h. However, over that speed, the onset of lateral g-force adds to the stress on the suspension, wheels and tyres.

    On a car capable of 300km/h, you can normally factor in around 10km/h for tyre scrub. As the participants had all established their top speed claims based on runs on a flat autobahn, the fact that many of the cars came very close to their published top speeds on the banking was all the more creditable and highly impressive.

    If you give a big, heavy car like the MTM RS6 R enough power and torque, as long as it has tall enough gearing and a decent drag coefficient, a high top speed is a given. On a flat stretch of autobahn, the MTM RS6 R has been clocked at 340km/h or 211.26mph, which makes it faster than the #Ferrari-458-Italia , #Lamborghini-Huracán , #McLaren 650S and #Porsche Turbo S!

    As impressive a performance as this is, it is actually the raw acceleration of the MTM car that is so remarkable considering that it weights between 400 and 600kg more than the above mentioned supercars.

    Thus, while its top speed number was already something to write home about, our collective eyebrows went up even further when we did the acceleration tests. Against the stopwatch, quattro 4WD and the massive slug of turbocharged torque help the MTM wagon to grab the tarmac with all fours, devouring the 0-100km/h (0-62mph) sprint in a sensational 3.38sec.

    Fully hooked up out of the starting blocks, it passes 200km/h (124mph) in just 10.98sec, rocketing on to 250km/h (155mph) in 18.72sec. To put that in perspective, it was not that long ago when a car was considered quick if it could get to 160km/h (100mph) in less than 20 seconds.

    Being an empirical event where raw numbers count more than anything else, the Nardo top speed shootout was a surreal abstraction from what most enthusiasts would consider owning such a car is about. Thus, my second meeting with the MTM RS6 R on its home ground in Germany a month later for a road drive in everyday conditions was the flipside of the coin. After all, if a car goes really fast on a test track but is a complete misery to drive in normal traffic, then the whole point of tuning it has been missed.

    The fact that the current #Audi-A6-C7 iteration of the #RS6-C7 is issued only in #Avant form, speaks volumes for how Audi and its clientele view the original RS6 concept of a big load-lugger with supercar performance. To purists, the Avant is the defining version of the RS6 formula, and the saloon version of the previous #Audi-A6-#C6 generation was an aberration and a short-lived departure from the path of righteousness.

    Thanks to its classic Ur-quattro inspired arch flares, the current #Audi-RS6-Avant looks muscular out of the box. MTM underline this tough image by filling the big wheel arches to the brim with their 10x21-inch Bimoto style alloys. Wrapped in sticky 295/30ZR21 #Michelin Pilot Supersport rubber, these forged wheels are much lighter than the optional 21-inch cast alloy factory wheels. This is strange, as the factory stock RS6 comes on 20-inch lightweight forged wheels.

    The nine spokes of these big wheels allow plenty of air to circulate around the huge MTM/Brembo brake kit that replaces the factory stoppers on the front axle. Measuring 405x36mm, these massive front discs, clamped by six-pot calipers, are the biggest anchors MTM have in their inventory, and are required to rein in the big horses under the bonnet, which easily overpower the stock 390mm brakes. The factory option of 420mm ceramic brakes is even more expensive, albeit lighter.

    The key to this engine’s inherent alacrity is a configuration that places the exhaust manifold and turbos in the Vee between the cylinder banks. This makes the exhaust path as short as it can possibly be, eliminating pumping losses and maintaining full boost pressure in the system.

    Apart from improved throttle response, the other main advantage of this design is a significantly smaller and lighter engine package compared to one with the exhausts and turbochargers on the outside. This EA824 V8 engine family motor uses a pair of IHI twin-scroll turbochargers running at a peak boost pressure of 2.3 bars. Maintaining full power in high ambient temperature conditions is another issue, and this is where the intercooling capacity and choice of materials come in. There are also numerous oil coolers for the engine and gearbox to keep heat in check in there too. Handy, considering the power it makes. Factory fresh, the RS6’s 4.0 TFSI bi-turbo engine makes 552bhp and 700Nm. As MTM’s target of over 720bhp and 900Nm of torque was quite clearly outside the realms of an ECU remap, the two turbochargers were internally modified with new impeller wheels and larger scrolls carefully designed to flow more air at the top end without sacrificing the low speed response.

    The standard intake was adequate for inhaling the copious amount of ram air required by the tuned engine. But at the other end of the motor, a completely new turbo-back stainless steel exhaust system with larger diameter tubing and 200-cell free-flow metal catalytic convertors, had to be designed and built to help reduce backpressure and expel all the burnt gases more quickly.

    Containing throttle valves, the new system ends with twin-pipes on each side, and its lower back-pressure has the added advantage of reducing the thermal load on the engine, all else being equal. Of course all else is not equal, and the significantly greater power and torque outputs can only be achieved by putting a lot more air and fuel through the engine. That means a lot more heat is generated and MTM thus augments the standard water and oil coolers with extra units of their own.

    The final part of the equation is the MTM M-Cantronic ECU, which remaps the fuel, ignition, valve timing and boost curves to make full use of the uprated mechanicals. When all is said and done, the output of the twin-turbo V8 shoots up to 722bhp at 5,950rpm, underpinned with 915Nm of torque from 1,700 to 5,500rpm. Another Cantronic ECU module improves the speed and response of the gearbox software, which works in a closed loop with the engine ECU and other sensors.

    Around town, the progressive throttle response will meter out the power just like the bog standard car, but when you need to overtake a line of cars on a country road or join the motorway from a slip road, then the MTM modified twin-turbo V8 will deliver real pin-you-to-your-seat levels of thrust. As the deep V8 bellow reaches our ears and tickles your enthusiast senses, the eight-speed automatic seamlessly swaps ratios in the background, giving the impression of one long, solid blast of acceleration. It is an addictive feeling, bolstered by the fact that the quattro AWD enables you to make full use of the massive power and torque all of the time sans the wheel spinning histrionics of rear-wheel drivers of similar power.

    Across two generations, starting in 2002 and 2008 respectively, the #Audi-RS6-Avant carved out a legend for itself that has assured its place in performance car annuls. The formula of roomy estate car with a massively powerful engine, permanent four-wheel drive and unimpeachable build quality is appealing on many levels. It is thus amazing that rival companies have taken over a decade to wake up and smell the roses.

    The MTM RS6 R takes this redoubtable formula not just to the next level, but more likely two levels up. The fact that it has the sheer straight-line performance to not just beat, but actually annihilate most of the junior league supercars from rest to beyond their top speeds is the icing on an already very rich cake.


    MTM #Audi-A6 RS6 R

    4.0 TFSI twin-turbo V8, MTM M-Cantronic ECU, full MTM exhaust system including downpipes with 200 cell sports cats, and throttle valves, internally modified turbos with uprated impeller wheels and larger scrolls, additional water and oil coolers, carbon engine cover.

    Power - 722bhp (claimed)
    Torque - 915Nm (claimed)

    0-62mph - 3.38sec (claimed)
    Top speed - 211.26mph (claimed)

    V-Cantronic gearbox software upgrade for faster shifts of the 8-speed Tiptronic gearbox.

    MTM / #Brembo 405mm discs with 6-pot calipers.

    MTM F-Cantronic (Gen 2) for air suspension, which lowers up to 25mm.

    Wheels & Tyres:
    10x21-inch #Bimoto alloys with 295/30ZR21 Michelin Pilot Supersport tyres.

    MTM mats and various logos

    MTM mirror caps and R badges front and rear, carbon diffuser, Nardo graphics
    Tuning contacts - MTM www. mtm. Com QS Tuning (UK) www. qstuning. Com


    The #Audi-C7-RS6 is a mighty car straight out of the factory, but with some relatively simple tuning it can be transformed into an absolute missile! To put its performance into perspective, here are some supercars that would all be left wanting in a top speed shootout against the 400-600kg heavier, 211mph #MTM-RS6-R

    Car #Lamborghini #Huracan – 202mph
    Car #Ferrari-458-Italia – 202mph
    Car #Porsche-991-Turbo-S-991 – 198mph
    Car #McLaren-650S – 207mph
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