2020 Audi RS 4 Avant – Powerful Performance Wagon. 2020 Audi RS 4 Avant – Drive, Interior and Exterior. Color: Tango Red. Subscribe.
2020 Audi RS 4 Avant 2.9 TFSI quattro tiptronic technical specifications:
Engine type: V6 engine
Displacement in cc / bore x stroke in mm / compression: 2894 / 84.5 x 86.0 / 10.0
Max. power output in kW (hp) / at rpm: 331 (450) / 5700 – 6700
Max. torque in Nm (lb-ft) / at rpm: 600 (442.5) / 1900 – 5000
Top speed in km/h (mph): 250 (155,3)
Acceleration, 0-100 km/h (0-62.1 mph) in sec: 4,1
Combined fuel consumption in l/100km: 9.2
Unladen weight according to EU (excluding driver) / (including driver) / gross weight limit in kg (lb): 1745 (3847.1) / 1820 (4012.4) / 2350 (5180.9)
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 metric hp). The new RS 4 Avant now outputs 331 kW (450 metric hp), which equals an output of 155.5 metric hp per liter. This allows the RS 4 Avant to accelerate from zero to 100 km/h (62.1 mph) in just 4.1 seconds. The TFSI engine weighs just 182 kilograms (401.2 lb), which is 31 kilograms (68.3 lb) less than the V8 engine in the predecessor model from 2012. This benefits the gross weight and the axle load distribution—two prerequisites for the impressive performance. The twin-turbo V6 applies an impressive 600 Nm (442.5 lb-ft) 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 (155.3 to 174.0 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 particularly spontaneously to movement of the accelerator pedal.
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 with a sporty style, it brakes the the wheels on the inside of the curve very slightly via the Electronic Stabilization Control (ESC), thereby increasing the drive torque on the wheels on the outside of the curve 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 curve, the torque is predominantly steered toward the rear wheel on the outside of the curve—the car is literally pressed into the curve, 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 curve.
The RS sport suspension plus with Dynamic Ride Control (DRC) enables even more agile handling and is available upon request. This integrated roll and pitch stabilizer consists of a special damper system that counteracts the movements of the vehicle body with no delay without the use of electronics. When the vehicle is turning into and traveling around a bend, the damper response is altered so that the vehicle’s movements around the longitudinal axis (roll) and around the transverse axis (pitch) are significantly reduced. The dampers are each connected diagonally to a central valve via two separate oil lines. The valves provide the necessary compensating volume via internal pistons with the gas-filled compartment behind them.