Emphatic Power: The Drivetrain

With the 2.9 TFSI twin-turbo V6, Audi Sport GmbH is building on the legendary 2.7-liter V6 of the first RS 4 Avant from 1999. Back then, the twin-turbo V6 had a power output of 279 kW (380 PS). The new RS 4 Avantnow puts out 331 kW (450 PS), which equals an output of 155.5 PS per liter. This means that the RS 4 Avantonly needs between 3.9 and 4.1 seconds (depending on equipment) to go from zero to 100 km/h (62 mph). The TFSI engine weighs just 182 kg (401.2 lbs.), which is 31 kilograms (68.3 lbs.) less than the V8 engine in the 2012 predecessor model. This improves the gross weight and the axle load distribution—two prerequisites for impressive performance. The twin-turbo V6 applies an impressive 600 Nm of torque to the crankshaft in a broad engine speed range from 1,900 to 5,000 rpm. The RS dynamic package increases the electronically governed top speed from 250 to 280 km/h (155 to 174 mph), in conjunction with the optional competition packages to 290 km/h (180 mph).

The two turbochargers of the 2.9 TFSI are each assigned to a cylinder bank and build up a boost pressure of up to 1.5 bar. Like with all V6 and V8 engines from Audi, the turbochargers are installed within the 90-degree interior “V” of the cylinder banks, and thus the exhaust side of the cylinder heads is on the inside, while the intake side is on the outside of the engine. This layout enables compact construction and short gas flow paths with minimal flow losses, allowing the 2.9 TFSI to respond especially quickly to movement of the accelerator pedal.

The high-output V6 impresses not only with its strong performance but also with its high level of efficiency. In the new WLTP driving cycle, it consumes just 8.8 liters of fuel per 100 kilometers (26.7 US mpg), which corresponds to 201 grams of CO₂ per kilometer. This constitutes a consumption reduction by 17 percent as compared to the previous model. A decisive factor in this is the new TFSI combustion process from Audi, which is known as the B-cycle. It has been specifically designed for the partial-load range, which is the predominant operating mode during normal use. In the case of higher loads and rotational speeds, the two-stage
Audi valvelift system (AVS) closes the intake valves later, thereby increasing the opening duration to a crank angle of 200 degrees. Simultaneously, valve lift increases from 6.0 to 10 millimeters (0.2 to 0.4 in.). The cylinder charge thereby increases accordingly—the engine revs up powerfully and delivers opulent power.

The power of the 2.9 TFSI flows to the quattro permanent all-wheel drive system via the sporty eight-speed tiptronic. In regular driving, the system delivers more power to the rear axle. Its purely mechanical center differential directs 60 percent of the torque to the rear axle and 40 percent to the front. If undesired slip occurs at one axle, most of the power is automatically and rapidly redirected to the other axle—up to 70 percent to the front or up to 85 percent to the rear axle. The high locking values enable a clearly defined torque distribution and highly precise interaction with the control systems of the ESC and wheel-selective torque control.

Wheel-selective torque control is active on all types of surfaces. When driving in a sporty style, it brakes the the wheels on the inside of the corner very slightly via the Electronic Stabilization Control (ESC), thereby increasing the drive torque on the wheels on the outside of the corner with the higher wheel load. The difference in drive forces turns the car into the bend, allowing the car to follow the steering angle precisely. The result: precise, agile, and neutral handling. The optional quattro sport differential with RS-specific tuning ensures an even more dynamic response when accelerating in corners. It distributes the torque between the rear wheels actively and in a targeted manner, thereby improving traction, stability, and dynamics. When turning or accelerating in a corner, the torque is predominantly steered toward the rear wheel on the outside of the curve—the car is literally pressed into the corner, eliminating even the slightest hint of understeer. In case of oversteer, the sport differential stabilizes the vehicle by directing torque to the wheel on the inside of the corner.

The equipment, data and prices specified in this document refer to the model range offered in Germany. Subject to change without notice; errors and omissions excepted.