► Audi’s forgotten RS model gets spicy upgrade
► More power and various mechanical changes
► But would we have it over an RS6?
If you want a large-performance Audi, it’s always the RS6 Avant that is the ‘hero’ car. There’s nothing cooler than a fast estate car, after all. But forced to stand in the RS6’s shadow like the unknown sibling of an A-lister is the RS7.
Fundamentally, it’s a similar car underneath but styles a different body that for some reason buyers just aren’t bothered about, even though it’s more of a direct rival for an M5 Competition, or has been previously before the M5 Touring was a thing.
But is it now time for the RS7 to shine with the introduction of a new Performance version?
At a glance
Pros: Characterful V8 (and not a PHEV), performance, it looks mega
Cons: Quite expensive, interior doesn’t live up to the price
What’s new?
The Performance version of the RS7 launched at the same time as the same treatment on the RS6 in 2023, and brings a host of mechanical and visual upgrades.
Designed as a more ‘focused’ version of the RS7, it gets a 30bhp power bump courtesy of larger turbochargers, while Audi has taken out some of the sound insulation so that its V8 engine is more audible.
The Performance gets more standard equipment too, including the ‘RS Dynamics’ package that raises the top speed and equips the RS7 with all-wheel steering, making it easier to manoeuvre and more agile at higher speeds.
Styling-wise, the Performance gets a different set of 22-inch lightweight alloys, as well as a range of matt grey details, such as the mirrors and side skirts, while the interior benefits from new blue detailing and stitches.
What are the specs?
The latest RS7 is equipped with Audi’s magical 4.0-litre twin-turbo V8 engine, though gets larger turbochargers that increase overall performance figures. Power is up 30bhp to 621bhp and torque is up 37lb ft to 627lb ft overall. In real terms, this shaves two-tenths of a second off the 0-62mph time to 3.4 seconds, and the top speed is automatically raised from the usual German standard 155mph to 174mph.
Like the standard RS7, it comes with token mild-hybrid technology that now only works in the ‘efficiency’ driving mode to turn the engine off when coasting, and quattro all-wheel-drive is standard. The eight-speed Tiptronic automatic transmission has been tuned for faster shifting times, too, and the usually optional quattro sport differential on the rear axle now comes as standard.
Adaptive air suspension is standard but our test car swaps this out for the £1300 ‘RS Sports Suspension Plus’ that uses conventional springs and ‘Dynamic Ride Control’ (DRC) with dampers that are horizontally hydraulically linked yet still adaptive. The ability to configure the RS7 how you want it is one of its greatest assets.
What’s it like to drive?
In a word, joyous. Audi has managed to amplify the experience with the RS7 with a host of small changes, which – when combined – make a significant difference. The V8 engine, without any real hybridisation, is joyous – brawny, instant and with a particular raucous sports exhaust to go with it. It’s almost muscle car-like in terms of character. The reduced sound deadening means you get to hear more of it now, too. Previously with the RS7, it was those on the outside that would be hearing the car more than you.
Real-world performance between the old ‘standard’ car is probably minimal, but the speed that the automatic gearbox now skips through the cogs is remarkable. You can lock it in ‘manual’ but it’s so good on its own there isn’t really a need.
The RS7 is a big old beast, at longer than 5m and just shy of 2m wide, its dimensions are almost identical to an Audi A8. It feels big to drive, yet the agility for something of this size and weight (just over two tonnes) is remarkable. The grip levels are astonishing, partly courtesy of its new Continental Sport 7 tyres. Point it into a corner and it will stick to the line, and with quattro, you can have fun whatever the weather.
It still doesn’t quite have the same engagement as an M5 Competition, and I’m talking about the previous one, as despite its new rear differential, the speed and commitment you have to garner to feel the rear bias are just a bit too excessive. The new setup on the ludicrously expensive RS6 GT allows for more of a rear feel.
Yet for all these changes, the RS7 can still excel as a comfortable cruiser. At motorway speeds the V8 quietens down dramatically and if you put it in its ‘comfort’ or ‘balanced’ drive mode, the ride settles down brilliantly well. The differences between this setup and the softer air suspension are quite pronounced, and the DRC is worth the extra spend. Though the optional carbon ceramic brakes are tremendous in terms of sheer stopping power and feel, at a cost of almost £10,000, you really need to think hard as to whether you can justify their use.
What’s it like inside?
It’s the RS6 that’s always considered the ‘practical’ choice, but that doesn’t mean you should ignore the RS7. The Sportback shape is much more useful than a traditional saloon, and at 523 litres, the boot is huge and stretches to the point you can’t reach the back. Despite the sloping roofline, rear-seat space is still decent for all but the tallest of adults who will find their heads squashed against the headlining.
If you like your performance car trimmed in Alcantara (or microsuede in Audi speak), you’ll love the RS7. It’s everywhere, from the steering wheel to the door cards and even the parcel shelf. It certainly adds to the sportier feel off the cabin, as does the blue detailing on the seats and blue seatbelts.
That said, the quality of our particular RS7 didn’t fully live up to Audi standards. Granted, it had done well in excess of 10,000 miles and that’s A LOT for a press car, but a few small flimsy areas aren’t what you expect from this firm, and especially not at this price. While the RS7’s twin touchscreens for infotainment and climate settings might have looked otherworldly a few years ago, they’re starting to feel a bit old hat these days. Despite these things, it’s still a wonderful interior to spend time in, from the supportive electric sports seats to well-placed switchgear.
Before you buy (trims and rivals)
The Performance version is now the only RS7 version you can buy, though it’s available in three trims – the standard car, Carbon Black and Carbon Vorsprung.
We reckon the standard car is more than well-specced enough with its 22-inch alloy wheels, RS sports exhaust system, HD Matrix LED headlights, 16-speaker Bang & Olufsen sound system and heated and ventilated leather seats. The Carbon Black, unsurprisingly, brings a range of gloss black elements and matt carbon styling package, as well as a full suite of Alcantara and microsuede.
At the top of the line-up, the Carbon Vorsprung gets the adaptive RS sports suspension, panoramic sunroof and more in the way of driver assistance tech, including adaptive cruise control and blind spot monitoring.
Prices for the RS7 aren’t cheap, starting from £119,775 and rising to £137,775. It’s ever so slightly more expensive than the new Mercedes-AMG E53 in flagship guise and new BMW M5, however. You could also consider a new Porsche Panamera.
Verdict
If you want a brutish practical performance car (that’s not an RS6 or an SUV) and are firmly against the idea of a plug-in hybrid, the RS7 somehow finds itself with little opposition. Next to its more practical – and slightly cheaper – wagon sibling, it’s easy to overlook, but doing so could prove a mistake.
The RS7 is almost Jekyll and Hyde in its ability to transform from a sensible cruiser to an absolute monster with a few button presses, and the changes made to the Performance have managed to unlock further potential, but with minimal compromise. Other than its price, perhaps.