Posted in New Cars
Audi S6 2013 uses a new twin-turbocharged, direct-injection 4.0-liter V8 engine called TFSI that makes 420 horsepower and 406 pound-feet of torque. A 5.2-liter naturally aspirated V10, but an increase in torque over the previous 398 lb-ft. Paired with a 7-speed, dual-clutch transmission, Audi says the S6 will beat the outgoing model in the 0-62 mph run at 4.8 seconds, compared with 5.1 seconds on the previous generation. The top speed on the 2013 Audi S6 will be electronically limited at 155 mph. Checkout the Interior and Exterior Video of Audi S6 2013 showcasing the luxury and style from various close angle. Audi has its own class. It’s been fascinating to sample Audi’s new greener edition of the EA824 V8 in all of its various incarnations. Our first crack at the new TFSI powerplant with cylinder-on-demand was in Audi’s own 513-horsepower S8, and we then went on to try it out in the new 500-hp Bentley Continental GT and GTC V8 models. Most recently, we dipped into the 4.0-liter biturbo in the new S7 before getting behind the wheel of the closely related S6 seen here. Versus the previous S6 with its muy macho Lamborghini-derived 5.2-liter V10, everything is quicker, more efficient and lighter in weight. The new fourth-generation S6 Quattro with S-tronic seven-speed dual clutch comes in at a European curb weight of 4,178 pounds – about 30 pounds lighter than the previous V10-stuffed car with its automated six-speed. Yes, power is slightly lower now at 414 horses, but peak torque of 406 pound-feet is slightly higher and happens over a vastly wider range of 1,400 to 5,200 rpm. Audi’s 0-62 miles per hour sprint time is now listed at 4.6 seconds, a figure that compares favorably with the outgoing car’s official 5.2-second time. For my test drive, Audi thoughtfully provided a couple of S6 four-door setups for me to sample: those with Dynamic Steering and the torque vectoring sport Quattro rear differential, and those without. You know which trim I went for already. So equipped, these S6 sedans were all painted Misano Red… an exterior color that Americans cannot get this time around. So, just visualize me thundering around Bavaria in a car painted shades of white, black, silver, gray, or blue, since those are the paint chips you’ll find on the order sheet at your local dealer.
Fuel consumption improves by 25 percent over the outgoing C6 model.Despite the much-improved driving performance, fuel consumption and hence CO2 emissions improve by 25 percent over the outgoing C6 model. That’s thanks in part to the Cylinder On Demand technology also used in the engine’s other applications. Imagine 19 miles per gallon in the city and as high as 26 mpg on the highway. Those figures won’t sway any greenies from prying open their hemp wallets, but a healthy 25 percent uptick is a healthy 25 percent uptick nevertheless. Regarding the on/off camshaft action of Cylinder On Demand, to negate any potential roughness or acoustic unpleasantries, Audi has included both active engine mounts and Audi noise control. The first operates proactively to fill the frequency gaps left when in V4 mode and cylinders 2, 3, 5, and 8 take a break. The second works through the infotainment system, creating noise-cancelling sound waves. Both work as advertised – when tooling along at a modest pace, I honestly never felt like I was driving a tinny four-cylinder at all.
The United States will not be getting the new S6 Avant all-star hauler.Whereas European buyers of the new S6 don’t get many bells and whistles thrown in with the German base price of 72,900 Euros after heady taxes ($96,400 USD at the time of this writing), Americans should be able to get a very nicely equipped S6 Quattro Prestige Plus with S-tronic, a nicer interior than the Euro standard, sport Quattro rear differential, et al. for right around $70,000. The true pricing for North America will be announced prior to the start of deliveries in October. Western Europe starts getting its S6 allotment in July.
Some have said the RS6 will exceed even the Bentleys in power and torque.So, given that this downsized V8 can handle so many different VW Group models so successfully, I can’t help but wonder exactly how far this bi-turbo 4.0-liter can go in terms of power and torque before Audi has to broom the underrated seven-speed S-tronic in favor of something more robust. I was generally pleased by the S6’s gear changes up and down, but there were occasional lagging downshifts – or cog swaps not allowed – as the drivetrain sought to overprotect itself as I entered tighter curves. Some have said the RS6 will exceed even the Bentleys in power and torque, so things could get very out of whack if the transmission doesn’t at least get updated shift logic. In the end, the S6 feels best when hot-footing it somewhere short of an all-out time attack. And you’ll enjoy the drive, because the Boysen manifolds, Eberspächer sport catalysts and four Faurecia exhaust tips combine to create one of the nicest orchestrations ever in an Audi, whether heard from outside or behind the wheel. Audi Drive Select even lets the driver choose the level of engine audio, which is a nice bauble. At first, I was concerned that downsizing from the spectacle of the Raging Bull’s V10 would harm the S6’s character and competence, but as it turns out… it’s actually quite the overall upgrade.