Audi A6 (1997-2004)

Audi's A6 has been a solid performer in the medium luxury market in Australia. While the more popular Mercs and BMWs have hogged the limelight, and the sales, the A6 has been content to plod along quietly, until now.

With the addition of two completely new engines to the range, a revolutionary new multitronic transmission, and a raft of detail changes, the mid-sized Audi is about to stand up and be counted.

The Audi A6 now has five different engines in its six model lineup, each one squaring off against a particular 5 Series or E-class variant.

The opening bid falls to the A6 2.4-litre V6. A carryover from the previous generation, the 2.4 has been massaged by Audi engineers to unleash 125 kiloWatts of power, delivered to the front wheels via the multitronic CVT (continuously variable transmission). The multitronic CVT is proving a real hit with Aussie buyers in the A4, more than 30 percent of all sales going to the revolutionary stepless transmission.

Second in line is the all-new 3.0-litre V6 engined A6, producing 160 kiloWatts of power. Available with the multitronic CVT in front wheel drive, or the conventional five speed tiptronic with quattro all wheel drive, this is the model Audi believes will account for more than 40 percent of the sales.

Second all-new engine, and fourth model in the lineup is the impressive biturbo 2.7-litre V6. We've already seen this engine in different states of tune in the S4 sports sedan and the Audi Allroads, as well as the rorty RS4 superwagon. The A6 version gets same 184 kiloWatt tune as the Allroads, providing a decent spread of torque and making this a very easy car to drive.

Topping the range is the A6 4.2-litre quad-cam V8 pumping out 220 kiloWatts via Audi's brilliant quattro drivetrain. Performance is, as you'd expect, punishingly quick. The 0-100km/h sprint is dispatched in less than 7 seconds on its way to an electronically governed top speed of 250km/h.

Audi will add the more potent, seriously focused S6 sports sedan later in the year, with the BMW M5 and Merc E55 clearly in its sights. The S6 features the same 4.2 litre V8 engine, though in a higher state of tune, taking peak power to 250kiloWatts. Factory figures put S6 acceleration 2/10th quicker than the top spec A6.

So, all front drive A6s are teamed with the multitronic transmission, while the quattro models get Audi's traditional Tiptronic five speed auto. Traditional maybe, but ho-hum it is not. The Tiptronic is a great manual/auto compromise, now enhanced with the added Sports mode. Slot the lever down from D into S and the shift pattern changes to hold gears longer on acceleration and shift down earlier on a trailing throttle.

The multitronic CVT can be driven in 'D' for seamless, stepless acceleration all the way from rest to top speed, or keen drivers can slide the lever across into an imitation tiptronic mode. The CVT has been programmed with six preset ratios to imitate a six-speed sequential manual, though the technology means 4, 8, 12, or any number for that matter, could be achieved with the same effort.

The brake servo in all models has been increased in size to improve braking effort and feel. We're not impressed with the setup of Audi's drive-by-wire system which electronically cuts the throttle whenever the brake pedal is depressed. This makes smooth, sporty driving while left foot braking impossible to achieve in the 'sporty' new A6. The current model A4 is guilty of the same behaviour.

(School's out with the driver training instructors on whether left foot braking is good or bad, but we can't help but think that God gave us two feet and autos have two pedals...)

Spotting the new A6 from the outside is really a mug's game, the changes designed to enhance a vehicle that was - and still is - in our opinion fresh and contemporary.

New in the front end is the double radiator grille, and clear headlight and turn indicator covers. All 2.7-litre and 4.2-litre A6s now get high-intensity xenon-plus headlights which give stronger, more controlled illumination. The taillights also came in for minor attention centering around the turn indicators and reversing lights. The A6 exhaust pipes are now exposed, peeking out from beneath the rear bumper.

Interior changes are similarly low key, though done for functional reasons rather than aesthetic ones. The new, more elaborate steering wheel features a softer surface for better grip, and now includes tiptronic gear selectors. The radio, long a bane of this little black duck, is simplified and much easier to decipher.

Audi is keen to see the A6 stand up and be counted in the luxury car battle for your dollar. While additional engines and scattered enhancements don't quite fall under the banner of sweeping changes, the A6 is now an even more compelling al;ternative to the more common BMWs and Mercs.

Audi has added a mid-range sports model as part of its new A6 lineup and although the tag suits the more than competent 2.7T, Russell Williamson questions its value in the range.

At the upper end of the luxury sedan market, Audi has always struggled against its German compatriots with the A6 never gaining the sort of immediate recognition attributed to BMW's 5 Series or Mercedes E-class.

But with the new A6, Audi is determined to penetrate the formidable armour of the Bimmer/Benz might and stake its claim as one of the three makers that should be on the shopping lists of the wealthy.

Part of its strategy for the car is to put any concerns about residual values to rest through offering a guaranteed trade-in value on the car of 55% of its purchase price after three years.

However, it is hoping that the car itself will be the main attraction to tempt customers to open their wallets.

Although the company expects just 350 A6 sales this year, Audi buyers are not left wanting for choice with five engines, two or four wheel drive and two transmissions on offer.

The six model lineup spans a dollar stretch from $79,790 to $166,500 and crosses a power band from 125kW from the 2.4-litre V6 to the S6's 250kW generated by its 4.2-litre V8, offering something for almost everyone, you might say.

For our first test of the new A6 range, we chose the mid-level and new for Australia A6 2.7T quattro. It is, to all intents and purposes, the sports model for those whose budgets and outright performance requirements don't stretch to the V8 models.

There is no doubt it is a competent car that fits the bill for a sporty sedan, but just how much sportiness buyers in this market want, and more importantly, are prepared to pay for, will be revealed by its sales figures.

At first glance, it is the moniker that gives away its sports intent with the T designation pointing to the 184kW/350Nm twin-turbo 2.7-litre V6 under the bonnet. Mated to the engine is a five-speed tiptronic-style automatic transmission that allows you to choose when to change gears at the touch of a button, and a drive system that delivers the power and torque to all four wheels.

This is a well-sorted combination with the engine providing plenty of urge across the rev band, although it doesn't feel the most refined when pushed hard. Left to its own devices under urban conditions, the auto box is smooth but although the steering wheel mounting of the tiptronic buttons makes it easy to use, there is a little delay in the manual shifts when a more sporty drive is demanded.

The quattro drive system offers huge amounts of traction with the standard ESP traction control rarely intervening.

To complete the sports bias, the car has been lowered 20mm, rides on bigger 17-inch alloys and features firmer spring and damper settings. The result is a large sedan that can be thrown into a corner, confident in its solid stance on the road. The suspension tune is a good compromise through which, although you tend to notice road irregularities, still delivers a reasonably comfortable ride.

Inside are all the features you would expect in a large luxury import including leather all round, power everything, eight airbags and a full satnav/TV/CD audio system that provides quality sound but definitely requires more than a cursory glance of the instruction manual.

The A6 2.7T does what it sets out to do and at a launch price of $120,000 is more than competitive against the equivalent Benz/BMWs on a performance/spec level. But as the sporty model, there is a payoff in the slightly less than cosseting ride and harsher engine characteristics.

Audi's all new 3.0-litre V6 sibling with its Multitronic continuously variable transmission (CVT), offers similar performance - although the actual engine outputs are less, Audi claims the same 0-100kmh figure of 7.4 seconds for both cars - and if our experience of this drivetrain in the A4 is anything to go on, a much smoother and more refined proposition.

It may miss out on a bit of equipment, and with the Multitronic shift is front drive only - the quattro is a tiptronic - but with a sticker saving of $30,000 over the less refined 2.7T, we suspect it will be the pick of the lineup. Watch this space for upcoming confirmation.

Audi's A6 boasts some hi-tech features but nothing impresses Russell Williamson more than its new Multitronic transmission.

Vorsprung durch Technik!

Translated from the German, Audi's brand statement roughly reads as advancement through technology. It is a broad sweeping statement that can often mean little but when Audi launched its new A6 here early this year, the proof was in the metal.

It wasn't the car's new 3.0-litre V6 or 2.8-litre twin turbo engines, Xenon headlights, ESP stability control or Sideguard head airbags system that were particularly revolutionary, rather the car's automatic transmission. Or at least the transmission available on front wheel drive models, dubbed Multitronic.

The system, a continuously variable transmission (CVT), is not a new concept, but up until now, its use has been limited to smaller capacity four cylinder engines with Audi the first to adopt it for a V6.

And after spending a week behind the wheel of a 3.0-litre Multitronic, you can throw out your Tiptronic, Steptronic and Sequentronic because this is the future and it works extremely well.

Unlike the relatively unsophisticated CVTs seen in Australian versions of Nissan's Micra and Honda's HR-V, this transmission delivers a gradual development of revs using the most of the torquey engine's grunt in a superbly smooth and effective manner.

If you want to be a bit more involved in the driving process, it also allows you to select six different "ratios" in a similar fashion to a tiptronic style box, however, given that the transmission doesn't actually change cogs, these are set electronically and change almost instantaneously at the touch of the gear shift lever.

There is no feeling of a gear change other than a rise or fall in the revs and the accompanying power adjustment, with the Multitronic delivering smooth and almost imperceptible transitions.

The transmission is well served by the new 160kW/290Nm 3.0-litre V6 which, with its broad spread of useable torque, and smooth and willing nature makes the most of the CVT's efficiency advantages. The other most noticeable feature of the driveline is an overall refinement that is most welcome when comfortably cruising the open road.

Unfortunately, the same cannot be said for the brakes, which although work very effectively in pulling the car up, have such a touchy pedal that even the most tentative application can have you heading rapidly for the windscreen.

Ride and handling offer a good compromise with a reasonably comfortable ride over most surfaces - although sharper ruts and bumps at low speed do become noticeable but not uncomfortable - and handling that enables a more enthusiastic if not exactly sporty drive experience when demanded.

Although the Multitronic 3.0 is only front drive it still has plenty of grip, and if things do start to go awry, there is an array of electronics to keep you firmly on the blacktop.

Inside the A6 maintains Audi's reputation for stylish interiors with plenty of standard kit including dual climate control, lashings of leather and wood, power controls for just about everything and a top quality in dash CD audio system. Space in the front is good but rear passengers are only adequately catered for making shorter trips more preferable for larger adults.

With a price at launch of $89,980 the Multitronic 3.0 is at the lower end of the range but for pure cruising comfort, it is probably the best value. Now all Audi has to do is work out how to combine Multitronic with its quattro drive system and the car will be an absolute winner.

A big luxury car that's fun to drive quickly? Rob Smith reckons the Audi A6 4.2 quattro is the perfect car for CEOs with a need for speed.

You gotta love this, a luxury car that's pure Jekyll and Hyde. If this is schizophrenia then neither of us wants the therapy. The Audi A6 4.2 V8 Quattro is a delicious combination of de-luxo white shirt CEO, and black T-shirt sophisto-hood with the Doc Martin flat on the pedal, and the V8 rockin' out the bass.

Now steady on a minute Smith, you're saying here's a fat cats luxury German car that still manages to be a performance car, but isn't a BMW or Mercedes? Right, the A6 is a $140k (at launch, March 2002) machine with all the fancy trimmings that you'd expect, but when the pace is up it doesn't behave like a waterlogged coal barge.

So how's that been achieved? A quick eyeball of the car by the side of the road and you quickly notice the low to the ground squat that suggests all kinds of fun and naughtiness. The numbers say ten millimetres lower thanks to new firmer suspension and fat 255/40 17in low profile Pirelli P6000s.

Lift the lid and there's a DOHC, five-valve per cylinder, 4.2-litre V8 engine making a claimed 220kW that's more than capable of hustling 1750kg around. Worldwide Audi boast 48 versions of the A6, twenty-two of them variants of the all wheel drive Quattro. Engines used to power the range vary from super wallet friendly diesels through to the petrol powered V8 lurking in the test car. The V8 also provides the go in the hot new S6, albeit with another 30kW just to make things really interesting.

Transmitting the power of the V8 is a five speed automatic transmission, which also features the five speed Tiptronic manual gearbox. What this means is that depending on your mood, you can switch between auto and manual at the flick of a lever. Feeling lazy? Then select the 'S' position lurking just below 'D' for drive. That's S for Sports and S for Schizo.

Once the gear lever is in the S position, the Motronic management system orders the EFI to swallow the loony juice and grow hair on its pistons, transforming the engine from strong but soft into wide eyed raw and savage. Achieved by allowing the engine to rev harder and longer before changing up, and changing down earlier. Want a sense of involvement? Then slip the lever across the gate into Tiptronic and either knock the lever forward or back to change the ratios.

Braking is taken care of by the tandem servo, ventilated front discs and ESP brake assist. Although the car has ABS, the ESP system, which is standard across the range can sense emergency braking, and automatically increases the braking pressure up to the point of lock-up. Clever.

The result of all the techo-babble and gizmo-trickery is a car that delivers cuddle me comfort through the leather seats and digitally remembered, multi-adjustable driving position, sophistication, and a real big slice of high performance. It looks good, too. From the drivers seat, all round vision is good and, even though the cockpit has the look and feel of Germanic functionality, there's an intangible sense of exotica that other biggies from around the world haven't quite got.

So fire it up, ignore the GPS/TV/CD, which after two reads of the manual, much pressing of buttons and a lot of head scratching still isn't intuitive enough for this Luddite to figure out, and drop the foot on the brake as demanded. Slip into drive and with a touch of throttle the car surges away with that familiar lunge that only V8s have.

The auto changes through the ratios with seamless smoothness, and you can't help but notice the lack of road noise, or in fact anything noise. Audi is particularly proud of the levels of quietness achieved and with good reason.

Around town work is relaxed, effortless and pleasurable, as is reversing or turning into tight spaces. It's nice to drive in the unpredictable congestion that is Melbourne's traffic and not feel the stress levels rise.

Eventually the grubby and tasteless gives way to the green and timeless, the traffic thins and the road starts to twist and turn, time to let the big Q car's alter ego loose.

Slipping into "sports" mode brings about an edge to the engine's pick up and an immediacy to the auto's kick down that has you going back for more, just for the hell of it. The speed limit comes up and before you know it you're up to no good. There's no doubt that the V8 lump is a gem, instant access to large amounts of bang and a willingness to rev means that the power is deeply satisfying and leaves you in no doubt that this is a fast car.

For such a big car, the Quattro can be slung into corners with a high degree of elan. There's definitely a bit of body roll, but the all-wheel drive provides masses of grip up to the point where the car drifts into understeer. Even then it's surprisingly predictable and controllable.

If you really had to find fault, you could say the steering lacks feedback and has a 'doughy' feel to it, which I'm told is a product of the all-wheel drive. You can't left foot brake and use the throttle because touching the brake cuts the power, but whether those things really matter to you is the question.

Ride quality is excellent, with the suspension set slightly more on the soft side than sports. Sure, it lets the car roll a little, and doesn't exhibit the kind of sophisticated control of more sporty competitors but it's still good and it's unlikely most buyers will find fault.

Overall, I loved the A6 Quattro 4.2. It's no WRX, but I reckon it's an attractive and very real alternative to the luxury car competition. The all-wheel drive makes the performance available to a wide range of drivers in a wide range of road conditions and you feel good driving it. Nuff said!