Audi A6 2.0 TFSI 2011 Review

Not so much
>> Lack of engine braking from CVT
>> Electric steering still uncommunicative
>> Floating front end once loaded?

OVERVIEW?
-- Ecologically sound, economically on target?
Audi is providing some sticker-shock relief for buyers in the market for a large luxury sedan with a prestige badge. Two new four-cylinder models in the A6 range deliver sub-$80K pricing — and no need for owners to feel ashamed.

By fleshing out the A6 range in this way, Audi is contributing to the growing band of prestige models grouped in price from the luxury car tax (LCT) threshold up to around $80,000. This has come about through the intervention of the Greens to allow a dispensation for vehicles using 7.0L/100km of fuel, or less, priced up to $75,000. More and more the German prestige brands in particular are ordering a specific type of vehicle for the Aussie market. It may be an SUV, a convertible or — like the new A6 variants — a sedan. As long as it achieves the low-consumption numbers necessary, it doesn't incur the LCT until the price exceeds $75,000.

The beauty of the new A6 variants — and especially the diesel-engined A6 2.0 TDI — is that these two vehicles are good for the environment, but still offer the virtues we've come to expect of cars in this price bracket. Compared to the previous generation of A6 2.0 TDI that motoring.com.au tested just over two years ago , the new model is a massive leap forward.

PRICE AND EQUIPMENT
?-- Well equipped and priced near parity
?As mentioned above, the new A6 variants avoid the Luxury Car Tax for the major component of the purchase price below the $75,000 ceiling on the Greens' dispensation. Since both cars are priced above $75,000, that part of the purchase price in excess is additionally taxed at a rate of 33 per cent. But it's not like we're talking about a lot; not when the A6 2.0 TFSI (petrol turbo) is priced at $77,900 and the diesel equivalent, the A6 2.0 TDI, is priced just $1000 higher — $78,900.

Such a small gap in price between the two is quite uncommon and buyers who are already predisposed to diesel engines will likely settle for the higher-priced variant, making the diesel model the volume-seller perhaps.

Both cars are trimmed and equipped to the same standard. Key features include cruise control, parking sensors front and rear, 17-inch alloy wheels in a 10-spoke design, 225/55 R17 tyres, tyre pressure monitoring, auto-on/off headlights, rain-sensing wipers, Audi Drive Select and keyless entry/start.

Additional equipment fitted standard comprises dual-zone climate control, multi-function four-spoke steering wheel bound in leather, Milano leather seat trim, electrically-adjustable front seats with lumbar adjustment and memory (driver's only), MMI with eight-inch monitor, satellite navigation and 10-speaker audio with iPod/USB/MP3 compatibility.

MECHANICAL
?

Naturally the two engines are very different in character, but the choice is harder now, particularly when the continuously variable transmission (CVT) bolted up to both engines masks the respective traits to some degree. Audi calls the CVT 'Multitronic' and it is only available in front-wheel drive applications such as the four-cylinder A6 models.

For the new models, Audi continues with double-wishbone suspension at the front and trapezoidal-link IRS, as for other A6 models.

The new cars steer through a power assisted rack-and-pinion set-up and braking is handled by ventilated front discs and solid rotors at the rear. Tyres are 245/45 R17 for both cars.

Seating was comfortable and supportive. Rear-seat headroom and legroom were both up to scratch for adults.

It has been this writer's view in the past that Audis offer so much adjustment in the driving position that the driver could still be finding the optimum setting 29 minutes into a half-hour journey. While the A6 still provides that ultimate level of flexibility, finding the right position was done and dusted within two minutes this time around; maybe the reviewer is just getting smarter — or less fussy.

The pop-out infotainment screen in the centre fascia is huge, but isn't a touch screen. Apparently Audi believes that touchscreens can distract drivers' attention from the road.

Accessing the Audi Drive Select facility fitted to the A6 models could only be done through MMI, like the system in the A8. In other Audi models, this feature can be operated by pressing one of three simple buttons in an array on the centre fascia. With increasing complexity — the Audi Drive Select System now embraces an 'Efficiency' mode also — the switchgear has been relegated to history, with the operating interface now the preserve of the single-point MMI controller.

In other ways however, the sophisticated feature offers less functionality than the equivalent systems in Audi models that are more upmarket. For the A6, Audi Drive Select only regulates throttle response, transmission shifting and steering.

LEDs for the fuel gauge and engine temperature gauge could be obscured by direct sun glare, as we've found in the past with the A8, using the same style of read-out. Otherwise the instrument layout was easy to use and the presentation from the driver's seat is very stylish. The instrument binnacle was a fine example of the art.

The boot of the A6 is a long load space. It extends well forward of the C pillars and is actually a bit of a stretch for shorter people trying to reach items hard up against the rear seats. On balance most would be pleased with the sheer volume available for carrying goods.

Both variants come equipped with eight airbags (dual front, side-impact front and rear, side-curtain), antilock brakes with Brake Assist et al, stability control, traction control and electronic differential lock.

COMPETITORS
?-- Benz, BMW — and Saab??
There are two well known rivals to the A6 in this market segment: the BMW 5 Series and the Mercedes-Benz E-Class. Both are more expensive than the Audi equivalents, but both offer rear-drive, as against the front-wheel drive of the A6. That shouldn't make much of a difference in the context of fuel-sipping fours, but to some buyers it might.

The A6 2.0 TDI offers comparable performance to Benz's E 220 CDI and BMW's 520d in a lighter package. Fuel consumption and CO2 emissions figures are also better for the Audi.

There's one other car that offers a similar specification at a lower price. It's the Saab 9-5 Vector.

While we don't by any means recommend it ahead of the Audi, it makes for an interesting intellectual exercise to compare the two. With diesel power, the 9-5 is $7000 cheaper than the A6, but only long-term collectors of orphans could possibly allow that to sway them in favour of the Saab.

The 9-5 develops lower levels of power and torque, it weighs substantially more than the three German cars, but does come with more kit. But up against the much more refined and accomplished A6, why bother?

For its part the CVT irons out some of those bugbears of diesel drivetrains. It is, naturally, smoother than a stepped transmission and the diesel never falls off boost while accelerating, since the change in ratios is constant. The road speed rises as the ratios do, but the engine speed never varies unless the driver demands more performance or eases off the accelerator.

Audi engineers have accomplished plenty with the pairing of the diesel with the CVT and the calibration of the transmission. Unlike other CVTs, the A6 seems to accelerate in a conventional way, although that may be due in part to the low levels of drivetrain-related noise and vibration. There's little to no perception of 'droning' as the road speed increases.

There are two flaws in the diesel/CVT combo: lack of engine braking is one and a reluctance to pick the right ratio for overtaking is the other. Unless the driver pushes the accelerator pedal past the emergency détente with some determination, the CVT won't kick down to a sufficiently low ratio for a rapid response.

For a diesel, the TDI engine sounds sporty, but the TFSI petrol engine is relatively less so. It's refined and quiet, but it's just not tuned to inspire drivers to press on harder.

In fairness, the A6 with the TFSI engine isn't intended for sports-oriented driving. The engine blends frugality with serenity; sporty character isn't on the menu. That's true of the four-cylinder A6 variants overall, although the diesel is at odds with that by sounding better than a lot of oilers in the market.

Fuel consumption for the TDI during the economy run legs for the launch drive program was as low as 5.9L/100km, but rose to a more realistic figure of 7.7L/100km. According to the trip computer for the TFSI the figure was 8.5L/100km over a similar route, combining country-road touring and some harder driving.

Cornering traits are laudable and the handling is neat and tidy, but steering, while responsive enough, is no more communicative in Dynamic mode than set to Comfort. There's merely more weight through the wheel. All that said, the steering in both the four-cylinder A6 variants is better than in other Audis from the past; some A4 variants among them.

Wheel and tyres selection is of some importance where ride quality is concerned. Unlike some cars of similar size, however, lower profile tyres fitted to the A6 seemed to have little bearing on impact harshness. The A6 offers a decent ride, irrespective of the wheel and tyre combination, although with a full load aboard a TFSI-powered car, the front end seemed to float somewhat, although that might also have been due to the road surface. Four passengers and overnight luggage filling the boot may have unsettled the car's composure through a different weight distribution, but it wasn't extreme.  

Overall, we came away from the A6 impressed by the steps Audi has taken to make the frugal fours appeal more to those buying cars for reasons other than environmental or economic. Both the new variants are a marked advance over what we've come to expect in the past.

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