Audi R9 Quattro 2025

Audi R9 Quattro 2025 – In the long list of disadvantages, you can consider the possibility of turning a benign four-wheel drive Audi R8 into a special rear-wheel drive model – death itself with a shotgun, wizards and fairies controlling the natural balance of the car, thrills To regret oversteer – you can add zilch and nada . In virtually every use, this supercar remains the nearly capable, poised partner it has always been. Not boring — A 540-hp V-10 tucked between the axles of any package this size isn’t boring — but it’s certainly no Betty.

As far as special models go, the new R8 RVS (for the Rear Wheel Series) isn’t one to easily stand out from the crowd. Given that this is the marque’s first rear-wheel drive car since its debut at Auto Union, its distinctive features – optional red vinyl decal across the hood and roof, matte black grille, gloss black upper side blades and body paint. Lover Side Blades – Make absolutely no statement. To that list, however, we’ll add one more: oversteer on demand, which is something you won’t find so easily in the R8 Quattro.

We spent the day driving the RV around Madrid, Spain in unseasonably cold weather, including snow in the foothills. Accordingly, the R8s we drove were on Continental winter tires — the factory 20-incher. Pirelli P Zero summer tires on 19-inch wheels are standard, with 20-inch tires optional.

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Very little has been changed to transform the R8 into a champion of rear-wheel drive dynamic purity. Eliminating the center differential, front differential, half-axle and driveshaft results in a weight savings of 110 pounds, according to Audi, bringing the coupe’s curb weight to 3,505 pounds. It’s still 316 pounds heavier than our last McLaren 570S, which has more power (and beat the four-wheel-drive R8 in the competition test).

The RVS’ passive Bilstein dampers are about 10 percent stiffer in terms of compression and rebound than the base R8 Quattro, which also shares springs with that car. The camber of the rear wheel increases from 0.8 degrees to 1.3. The front anti-roll bar has been stiffened by 10 percent to help grip the rear axle, and the electric power steering has been recalibrated for less effort than the four-wheel-drive R8. A fixed ratio 15.7:1 steering rack is standard, and dynamic steering, available on Quattro models, is not available. And neither are carbon ceramic brake rotors. Two-piece iron rotors with aluminum covers matched to eight-piston front and four-piston rear Brembo calipers do the stopping.

It uses the same ramp and limited-slip rear differential with ball-actuated clutch as in the base R8 Quattro. Even its lock rate – a modest 25 percent on acceleration and 45 percent when moving – is unchanged. William Widgets, the R8’s main chassis guru since the car’s inception, says the electronically controlled differential was ruled out due to cost.

Back under glass remains one of the last great remaining salutes to decadent forced induction. The Hungarian 5.2-liter V-10, which the R8 shares with the Lamborghini Huracan (also available in RVD guise), stands out like Sriracha sauce in vanilla pudding. This is the Saturn V rocket in Monoway, Nebraska. Correct 10-cylinder internal combustion engine. Even when its counterparts accept heavy intakes of turbo or supercharger into their manifolds, this V-10 soldiers on oblivious to its absence.

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Even in its mild guise, producing 540 horsepower and 398 lb-ft of torque, this drivetrain is great stuff. It’s mated to the same seven-speed dual-clutch automatic transmission as the standard R8 Quattro, which lacks only one output on the front axle — there’s no manual transmission in Audi’s arsenal and it packs a mid-engine package and so much torque. Inspect its underside and you’ll find a Lamborghini logo on the plate between the engine and gearbox – a sharply hidden reminder that while its skin is tough and German, its heart is sultry and Italian AND there will be anger. Few things on this planet are as exciting or explosive as this 8000 rpm engine. All of this is to say that, despite the obvious and sometimes blatant attempt to stop the supercar under a circus of look-alike rivals, the R8 packs the right goods in the right places.

Truth be told, without ample room to explore the limits of a new rear-wheel drive car, it’s a difference without a difference, which, last time we checked, doesn’t really matter. We drove through the Spanish countryside, disinterested in its geography and completely in awe of the wet, cold asphalt and its unforgiving, non-existent shoulders. As before, there is little to criticize in this R8’s role as a road car. Yes, you’ll find a firmer ride if you look for it, but the mid-engined Audi has always been a machine of relative utility with a fraction of the compromise. With the exception of Porsche’s top-of-the-range 911 models, virtually no other car in the R8’s performance spectrum can match its civility. Historically, it lacked the practical penalties that come with supercardim. But also – and this is even more true as he ages – he clearly does not have the character trait that should accompany such a position. Yes, it’s easy on the eyes. But will you care next year? Or even next week?

Then, just when we were symbolically beginning to shake our heads at all of its sameness, this latest R8 did something just as awesome as it was. Rounding a bend on the makeshift road, with nothing but orange cones to hit, the RVS, on half throttle and half power, slowly moved its rear end to one side and held it there. Its tires spin gently, and the steering wheel intuitively bends to control the slide. Then he did it again. And again. And with each slide came confidence. And with confidence came more speed and more noise. The zeal of his tasks and the calmness with which he mastered them were rewarded. The rear-wheel drive R8 made its debut. Trades have increased. The intensity increased. Anger, we realized, was definitely coming.

But it never came. Instead, when the engine wound up, the tires spun, and the tail began to shake, the hallelujah call of the rear-drive R8 RVS began. Danced like never before. Yes, the Quattro version, which also has a rear-wheel drive balancer, is faster, lighter and on some level just as attractive. But RVS demands more from its driver at the border. And there’s something special about that experience that all-wheel drive will never deliver. Audi knows that. And that’s why this car exists.

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Navigation and leather seats with Alcantara inserts are standard. Step up to the Premium package and you’ll get leather everywhere (like the dash and center console), Bang & Olufsen audio, 18-way power seats and an Alcantara headliner. The Carbon Package, available only in conjunction with the Premium Package, adds carbon fiber inserts on the center console, as well as around the dashboard and air vent surrounds.

The R8 RVS is expected to start arriving to customers in late spring of this year. Audi will build 999 of them worldwide, with 320 coming to the US. (Other markets will get the RVS in Spider guise, but only the coupe will be available in the U.S.) Numbered instrument panels — like the long, black stripes the RVS leaves on the floor — will set the tone.

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Hot on the heels of the debut of the 2025 Porsche Taican, Audi is showing its own version of the updated electric sedan. Just as there is now a Taican Turbo GT, Four Rings is putting the finishing touches on the new flagship. It’s called the RS E-Tron GT Performance to replicate petrol models like the RS6 and RS7 performance versions.

It won’t be as aggressive as the Zuffenhausen model, just as the current RS E-Tron GT isn’t as aggressive as the Taican Turbo S. However, there will be a power increase of more than 637 hp and 612 lb-ft. Presented by the outgoing Range Topper. Audi is still tight-lipped about the details.

The front and rear engines are no match for the Taican Turbo S’s 938 hp, let alone the massive 1,019 hp of the fierce Turbo GT. We know that Audi engineers have changed not only the powertrain but also the battery for a longer range. For reference, the new Taican with Performance Battery Plus has a useful energy content of 98.6 kWh, while the base model gets a net battery of 83.6 kWh.

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The charging speed has also been increased, which is not surprising given that the latest Taican can now take 320 kV instead of 270 kV.

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