2007 Audi S6 Specs & Pricing

Although the engine is made to be ultracompact, it sits a long way forward, as the front driveshafts sprout from behind the flywheel. Then comes a longitudinal six-speed auto transmission and a center diff that directs a nominal 60 percent of the torque rearward. The aluminum-intensive suspension is by conventional coils and nonadaptive dampers. To help weight distribution, the front fenders and hood are aluminum and the battery goes to the trunk.

Given the sensational ride-handling compromise of the new RS4, there are grounds for optimism over the S6 chassis. The ride is disturbed by an unending foursquare bouncing. It's an all-speeds issue, too: Urban driving is no better. At least, unlike in past Audis, poor suspension fluidity is no bar to the handling. There's no bumpsteer or loss of grip. And the traction remains sensational. This is where the car really steps out from under the performance shadow of the M5 and E55. In the S6, every ounce of engine effort gets dispatched into propulsion.

Through curves, the S6 feels heavy, and if you're too sudden with your turn-in, it plows at the nose. But take care to peel it gently inward, and then you can get the power down, relying on the rear-bias to balance things nicely. The steering is progressive if not entirely communicative, but the rest of the car's moves provide immense reassurance, a true feeling of being welded into the blacktop.

Other S-specific changes include sports seats, lustrous carbon-fiber trim for the already terrific cabin decor, more numbers on the dials, and on the outside some body aero work. Icing on the cake: a horizontal strip of bright blue-white LED daytime running lights. As if the fender V-10 badges aren't enough, these lights come in two banks of five. They're proud of this engine at Audi. And rightly so.