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ThomasM
[PuristS]
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2014 Audi RS7 Review: First Extensive Road Test Drive and Comments Part 1b

The 2014 Audi RS7 is one of the most exciting current production cars in existence.

Most importantly to me*, the RS7 has performance to rival single purpose dedicated supercars, with real world acceleration times that I’m sure will measure in the low to mid-3 seconds despite the official specification of “only” 3.7 seconds. The power and torque delivery starts at low speeds and seems to pour on endlessly, right up to maximum speed. The strong push into the seatback, “HOLY CRAP!” sensation is available at just about any speed, all the way to the electronically limited vmax of 174mph – at 160mph it was still pulling strong. ** 

*Performance is very important to me – I can tolerate a slow, gutless plodding car for utilitarian purposes while performing those utilitarian chores, but more than 30-60 minutes or a few days at a time, I am bored to the point of being dangerous.  So in fact, for me, performance is a SAFETY feature, as much as lane change assist and other electronic nannies.

** Arrangements were made for empty public roads for real world “spirited” driving behaviour, and private roads and facilities were arranged for testing near the limit.  Daily grind grid locked roads chock full of potholes and uneven road surfaces came naturally in SoCal; the occasional “open roads” were a godsend.

Powered by a 3993cc turbocharged longitudinal V8 putting out what I feel is a conservatively rated 560hp @ 5700-6600 rpm and 516lb-ft of torque @ 1750-5500 rpm, the RS7 gets maximum effective power transfer to the wheels through its Quattro 4WD with sport differential – I am sure this went a long way towards laying all the power and torque down to the tarmac. Having extensive seat time in an AMG CL65 with much more than 600hp and 700lb-ft of torque AT THE REAR WHEELS (yes, quite a bit more than factory spec) I can assure you the 4WD and sport diff in the RS7 make a world of difference – even with HUNDREDS of horsepower and lb-ft LESS than the CL65, the assometer measured performance is even better, though to be fair the CL65 is carrying nearly a 1000 lbs more weight.  Put another, more brutally frank way, the “Oh, SHIT!” factor was multiples greater in the RS7, even from avowed CL65 fans. (to be fair to the CL65, the interior was MUCH more luxurious, with full leather and sumptuous wood. More on the interior of the RS7 in a later Part.)

Typically I’m not a forced induction fan – I very much prefer the linear, predictable power delivery of naturally aspirated engines. Turbo lag might be good for surprising newbie passengers (and scantily clad big bosomed models - see the popular youtube category) who find the experience exciting a la Saturn Rocket afterburners, but for serious, hard core performance driving, where turns are made with throttle open and somewhere in the mid to upper part of the power band, turbo lag can be downright dangerous. (Of course I realize a good driver can adapt to anything…)  

Power delivery in the RS7 felt immediate and predictable, and surprisingly, as linear as the benchmark NA V-12 in the Lamborghini Aventador, arguably one of the greatest engines in production.  I’ll leave it to the engineers among us to elaborate, but I’m guessing it has something to do with the twin turbo direct injection technology used as well as the innovative architecture – the turbos and air to water intercoolers sit in the middle of the V, and along with the intake tubes, the compactness of the design is said to improve throttle response and minimize turbo lag.

Compression ratio is a relatively conservative 10.1:1 (given the output of the engine) with maximum turbo boost of 1.2 bars (about 17 psi if my math was done correctly)  There is an efficiency mode which allows the engine to run with only half the cylinders when steady state, low load cruising, resulting in a claimed no gas guzzler tax (I’ve heard 19mpg city/26mpg highway estimated EPA rating) 

And just as importantly, there is no damned auto-start stop efficiency system, the bane of old skool car lovers everywhere.

What is most amazing to me, and I am still incredulous, is that the transmission is based on slush box technology – yes, a torque converter type eight speed Tiptronic automatic transmission. The same gearbox used in the A7 and A7 TDI, with exact same gear ratios, except for a taller final drive (3.076 vs 2.848)

Why am I so incredulous? Because the performance of the transmission was so good, so precise, so immediate, that if I was told it was a state of the art dual clutch design a la Porsche PDK I would have believed it. Gear selection was perfect every time for what my brain wanted, as interpreted by the throttle pedal – quick, smooth, correct, with no indecision or hesitation as the transmission software tried to decide what I wanted the car to do. No “squat and pause” so common with AMG and even BMW M transmissions. I still can’t believe it…For hard core drivers who insist on (paddle) shifting for themselves, I was told

1. they wish there was a shift light (this coming from an amateur racer and DE instructor)

2. the manual shift speed is still not quite as fast as the best Porsche or Ferrari dual clutch tranni.

For me, the auto mode was so good, I didn't see a need to (paddle) shift, despite my preference for old school three pedal manuals.

All in all, a most impressive motor and drivetrain…most impressive indeed…

The suspension and chassis features a five link front suspension with stabilizer bar, a trapezoidal-link rear suspension, and Audi’s Air Suspension, all of which gives the RS7 solid dynamic performance and a smooth comfortable ride. Given the curb weight of 4232lbs and five doors, I didn’t expect it to have the agility and nimbleness of an Elise or GT3RS, but the grip was definitely confidence inspiring – some push, as is typical with 4WD, but predictable and controllable.  Whether through long sweeping high speed turns or tight dog legs at the end of long straights where fifty + miles per hour have to be shed in the braking zone, the RS7 comported itself well.  In fact, I and the AMG CLS63 owner both agreed the RS7 feels lighter on its wheels than the CLS63.

On a c. 2.5 mile closed road course, and over 4 circuits of c. 20 to 60 miles each, consisting of tight canyon carving; mountain ridge splitting with steep ascent and descent sections and numerous elevation changes; a beautiful open meadow winding section with long, long sweepers; plus a 12 mile dead straight as far as the eyes can see section of state road; and of course many many miles of freeway, the RS7 always acquitted itself with aplomb.

At 275/30 ZR21, the tires were fairly narrow for a pure performance car – remember, despite the performance on tap, the RS7 is not a single purpose super sports car – and while this might have limited ultimate grip, I’m sure it helped with road noise and comfort.  The car was outfitted with 21inch rims, though my preference would be for 20’s. Not sure why – maybe visual, maybe dynamic…

Throughout all the varied roads and twists and turns and high speed straights, the brakes were always dependable and showed no sign of fade, even with a few repeated “throw out the anchor, we’re coming up to a tight corner very soon” occasions. Audi did not provide me with brake specifications, but take a look at the very unusual rotor and the scalloping along the outer rim – I’m told (not by Audi) it is to save weight and help with brake cooling. The brakes made a very good showing, with only one minor nit to pick – I wish it had more “feel” which I think would help with modulation and trail braking if a very experienced driver so wished. Of course, I’m not sure how much rotation can be achieved with 4WD but I’m told it’s possible…

Audi calls the steering type in the RS7 “Dynamic Steering” though I’m not exactly sure how it’s different from the electromechanical Servotronic speed sensitive power rack and pinion steering of the A7, A7TDI, and S7. I do know that it is well dampened – in dynamic setting, it has a certain weight which I like, unlike my experiences with past Audi models where the steering was just too light.  Unfortunately, it still doesn’t have that aliveness and “feel” that is so famously loved in the early Porsche Boxster, Cayman, and all GT3RS, as well as those pure old school sports cars like the Elise and even the Miata – too much of the feedback from the front wheels and steering rack is dampened out to the point of feeling a bit…numb.  Not bad, mind you, but not up to the driver’s car standards set by the power train.

One area that I am clearly undecided about –the ride height seems a bit too high. This is great for real world roads with speed bumps and the ridiculously sharp slopes of most Southern California driveways, not to mention parking stops.

But I’m left wondering – if the “lower” setting of the adjustable ride height was a bit lower when driving on freeways and other predictably smooth roads (like closed tracks, maybe?) how much more would the handling, aerodynamics, and ride be improved?  The RS7 does have a setting for “raise” and “lower” but the previous applies even to “lower” and the picture above is taken in the “lower” setting.

So, I have a few little nits to pick with the steering feel, brake feel, and, I personally would prefer a little bit more resistance on the throttle pedal.

Still, all in all, the RS7 as presented is, to my mind and experience, currently the single most exciting performance car that still has to do daily driver car duties in production today.  It has that "Holy Crap!" quality when pushed, in spades; and yet, when tooling around town getting from point A to point B or hauling the kids sports gear or a weeks worth of groceries, it is completely docile and comfortable, with practical usability that also puts it at the head of the pack.

In the past, you had practicality, comfort, or pulse pounding excitement - pick two.

The Audi RS7 has changed the rules and, for me, at least, let's me tick ALL the boxes. And that's no small feat...

 Please click here to link to Part 1a: personal feelings about why the 2014 Audi RS7 excite me so much

Please click here for Part 2: a direct comparison between the RS7 and AMG CLS 63  

The design, utility and comfort sections might be presented next in Part 1c.

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