Audi A6 2004 Review

What we liked
>> Attention-grabbing clothes
>> Plenty of room inside
>> Petrol and diesel sixes

Not so much
>> Harsh ride over joins, ripples
>> Pay extra for spare tyre
>> MMI system can confuse

OVERVIEW
Finally. It took an Italian designer to bring flair and excitement to the stodgy Audi brand, a carmaker where evocative designs have been more the exception than the rule. Walter Da Silva previously worked his magic for Alfa Romeo -- the stunning 156 sedan flowed from his pen -- and the new A6 is his latest masterpiece.

The new A6 prestige sedan, launched globally in April 2004, presents a challenging and courageous new Audi face to the world, one that won't settle for a shrug of indifference from the consumer. It's a design language that demands attention and promises excitement. Lucky, then, that the A6 has the physical attributes to deliver on the promise. But before we take a closer look at the best sedan Audi's ever built, let's quickly get a handle on where Audi fits into a crowded global marketplace.

It's often regarded as the third of the prestige German triumvirate behind the more popular BMW and Mercedes-Benz brands, but Audi is eager to assume what the company sees as its rightful place atop the luxury tree. The hundred year old German carmaker -- which started as Auto Union, a combination of four car makers back in the early 1900s -- now finds itself one of many brands within the Volkswagen Group, directly responsible for not only its own performance but that of Lamborghini and Seat also.

Audi significantly reinvented itself in the 1960s, and again in the early 1990s, when the sporty German completely renewed its model range and model names. Australia today sees four core passenger car lines, namely the compact A3 hatch, small A4 sedan and wagon, A6 sedan and wagon, and the flagship A8 luxury sedan. Audi also produces the stunning TT coupe and cabrio, the A4-based four-seat Cabriolet, and the Allroad crossover wagon.

The A6 is Audi's executive class killer. It's 4.9m tip to toe, making it roughly the same size as a Holden Commodore, but competes in a more prestige-orientated class against heavyweights like BMW 5 Series, Mercedes-Benz E-class and Jaguar S-Type. Engines range from turbocharged diesels to high performance V8s capable of 250km/h-plus speeds, and equipment levels befit price tags that stretch from $80,000 to $150,000.

FEATURES
This model hits showrooms in Australia in October 2004, replacing one on sale since October 1997. It's a significantly bigger car than before; an extra 120mm in length, 45mm in width and 12mm in height takes it from the physical minnow to the biggest fish in its class.

We'd also argue its bold new clothes comprehensively shrug off the "overlooked underdog" tag. Audi is finally getting serious about grabbing the limelight, and the A6 has road presence by the bucket-load. Whether or not you like the new look -- and we like it -- you'll never miss it on the road again.

The Audi A6 range in Australia will consist of four models, all sedan-based, and a mix of engines and drive-trains. Given the on-sale date was still six months away at the time of writing, Audi Australia was unable to confirm exactly which models would arrive DownUnder and exactly what their price-tags would say. So, a well educated guess at the makeup and price of the Australian A6 range follows.

Expect the A6 2.4 to kick off proceedings around $82,000. It's powered by a new 2.4-litre, V6 engine (130kW/277Nm) which drives the front wheels through a six-speed manual gearbox. A Multitronic automatic (also known as a CVT continuously variable transmission) is likely as an option. The 1525kg entry-level sedan accelerates from 0-100km/h in 9.6 seconds, fuel economy is rated at 9.7litres/100km.

Most buyers will opt for the middle man, the $95,000 A6 3.2. It's powered by a new generation, 3.2-litre direct injection V6 engine which, with an impressive 188kW and 330Nm, is the real star of the range. This model is built by Audi in both front- and all-wheel drive, and we understand Australia will get both. The front drive version will come with CVT automatic transmission, the quattro with a conventional six-speed Tiptronic automatic. Expect to pay around $10,000 extra for the quattro version. (0-100km/h: 9/6sec, fuel economy 9.7-10.9litres/100km depending on transmission)

The performance title rests with the $145,000 A6 4.2. It's powered by a 4.2-litre V8 engine (246kW/420Nm) coupled to a six-speed tiptronic automatic gearbox and quattro all-wheel drive. From 2005 it'll be optional with adjustable air suspension so the driver can choose between comfort and handling. Think 0-100km/h in 6.1sec for the 1745kg sedan, and a top speed limited to 250km/h. Audi claims a respectable 11.6litres/100km fuel economy.

A fourth version will arrive in Australia, powered by a 3.0-litre turbocharged diesel V6 engine. It's likely to be a small seller because Australian governments do not price diesel fuel attractively, and that's a shame because it's a fantastic engine to drive. With 165kW of power and a potent 450Nm of torque it's a powerful, responsive engine that comprehensively dispels many myths associated with diesels.

It's civilised, it's quiet and it's got plenty of performance. Coupled with the quick-shifting six-speed auto-box, it's easy to forget you're driving a diesel. Audi's claimed performance figures confirm the sporting intent of this car; it'll accelerate from rest to 100km/h in 7.3 seconds, and pull off a top speed just shy of 250km/h. All this while sipping just 8.3 litres/100km. Expect a price tag around $90,000.

COMFORT
Da Silva's had a big impact on the interior of the A6, an area where previous Audis leaned more towards efficiency and functionality than charisma and character. The A6's cabin is an enticing affair which combines both practicality and passion in equal amounts, and one that really makes you feel at home.

It still functions beautifully as a car control centre, which really is any cabin's primary aim, but good use of shapes -- in the dashboard dials and steering wheel for example -- and a harmonic combination of leather, plastics and chrome puts a friendlier face on the occupant zone.

Significant increases in external dimensions payoff on the inside, with more room front and rear, particularly in the critical area of rear legroom. The A6 is now a truly comfortable four person car capable of fitting five with relative ease.

Both front seats are height adjustable, and the steering wheel adjusts for height as well as reach, making it easy to get comfy behind the tiller. There's plenty of shoulder- and head-room in both rows four-up, room for a fifth with little trouble. Under-seat foot-room in the back is plentiful even with the front seats at their lowest setting, and shallow front seat-backs make the most of rear knee room.

The long, flat boot is simply massive, and has room for another two people, though perhaps luggage would be better suited. We managed to fit three large suitcases and three briefcases in with some room to spare. Why is the boot so big? There's no spare tyre -- that's optional.

The A6 features Audi's MMI multi media interface, a single menu-driven control unit which houses air-con, stereo, sat-nav, car setup, telephone and other secondary systems -- essentially that's anything not directly involved in driving the car. It's a good concept, and infinitely better than competitor systems, but does take time to learn. At times changing a particular setting, like seat heating, can be less than intuitive. Still, it's a great way to minimise cabin clutter.

SAFETY
Audi claims the A6's body is now 34 percent stiffer than the previous generation, which not only gives handling engineers a good working platform, but also improves occupant protection. In addition to this, significant attention was paid to the impact qualities of surfaces throughout the cabin.

For example: the lower dashboard around the steering wheel is now free of ignition keys and headlight switches to minimise damage on knee impacts. Likewise the glovebox lock has been relocated to higher up on the dashboard.

Audi's making much of the A6's standard safety features, which includes no less than six airbags. There's driver and front passenger front airbags as well as side- and curtain airbags for both rows. Active front seat head restraints move forward when necessary to cushion the occupant's head and reduce the whiplash effect.

The A6 includes a number of electronic watchdogs to reduce loss of car control, including a new generation of ESP electronic stability control from Bosch, ASR anti-skid regulation, ABS anti-lock brakes and EBD electronic brake-force distribution.

MECHANICAL
Bigger physical dimensions gave Audi the opportunity to enhance the A6's physical prowess through drivetrain changes. The car's wheelbase (distance between front and rear axle) has been increased by 83mm, allowing not only a bigger footprint, but also letting engineers free up interior space by moving the engine 83mm further forward. Front and rear track (distance between each axle's wheels) have both increased by 67mm and 49mm respectively, which can only enhance dynamic performance.

Heavy use of lightweight aluminium -- though not as much as the all-alloy A8 -- keep the weight down to a very respectable 1525kg on the front drive 2.4-litre A6, topping out at 1745kg on the high performance 4.2-litre V8 quattro. The diesel A6 is the heavier than the petrol models at 1765kg, and the quattro all-wheel drive system on the 3.2, 4.2 and diesel accounts for 140kg of the extra weight.

You'll hear a lot about FSI technology from your Audi salesman in relation to the 3.2-litre V6 FSI engine. It stands for Fuel Stratified Injection and describes the direct injection of fuel into the combustion chamber. It's a technology first seen on diesel engines which, Audi claims, increases peak power while decreasing fuel consumption.

Light weight aluminium parts include the bonnet, front quarter panels, rear bulkhead, engine block and heads, front and rear suspension, and some parts of the roof structure.

Sixteen inch alloy wheels and tyre are standard fitment on the 2.4 and 3.2litre cars, the 4.2litre V8 gets higher performance 17inch tyres. Overseas Audi offers up to ten wheel and tyre options, including winter tyres and ultra high performance 18inch tyres -- the latter may be offered as an option in Australia on some models. Each of the car's four wheels include a tyre pressure sensor which alerts the driver, via a dash-mounted warning light, to any loss of tyre pressure.

Audi has done away with the conventional handbrake lever, just like it did with the A8, replacing it with a console-mounted push/pull button. The parking brake will automatically deactive when the driver's seatbelt is on and the throttle is pushed. Likewise it automatically activates when the car comes to a stop on a hill to prevent rollback when moving off again.

COMPETITORS
To be the best the Audi A6 must beat the BMW 5 Series and Mercedes-Benz E-class sedans -- and for the first time we reckon Audi could do it. Price is yet to be announced, and specification levels may change, but physically, mechanically and dynamically, the A6 is the strongest it's ever been.

It'll get even stronger when the 5.0-litre V10-powered RS6 arrives in 2006/7, taking the battle straight to the V10-powered BMW M5 and Benz's supercharged V8-engined E55.

The Jaguar S-type sedan is another competitor, as is Lexus' ageing GS sedan, due to be replaced by an all-new model in 2005/6. One could also include the Alfa Romeo 166, Saab 9-5 and Volvo S60 as competitors, which each have unique specialities and traits, though for one reason or another they'd never be our first pick.

ON THE ROAD
New clothes for the new emperor? Could be a changing of the guard at the top of the executive sedan ladder if our short sample of the new A6 is anything to go by. It's got the looks, packs plenty of punch, and features enough equipment to keep any technophile amused for hours. Better than a BMW 5 Series? Big call, and one we won't make until we've compared the two, side-by-side.

CarPoint slotted behind the wheel of three A6 versions at the car's international launch in Germany in April 2004 -- the 3.2litre FSI V6, the 4.2-litre V8 and the 3.0-litre diesel. It's hard to pick a favourite from those three because each are brilliant in their own way.

All possess billiard table rides on smooth European roads, and all do an average job of soaking up harsh bumps and road joins. Steering feel is light and direct on all models, though slightly heavier on the 1745kg V8 model. We felt absolutely no steering kickback on our test drive, which -- admittedly -- had very few rutted or potholed corners. That's likely to change on Australian roads if the bigger A8 is any indication.

All three engines suit the car's sporting intent, the V8 most of all, but let's start with the diesel, which is a real eye opener. We drove a quattro model with six-speed tiptronic automatic and reckon diesel engines have never been better.

After a very slight takeoff delay after flooring the throttle, the engine quickly ascends into the mountainous torque band from 1400 - 3400rpm, and the car hunts the horizon with real enthusiasm. It feels every bit as quick as Audi's 7.3sec 0-100km/h claim, and equally as quick above that -- as Germany's autobahns revealed.

Throttle response is somewhat doughy though the new gearbox is slick and quick, shuffling cogs with minimal fuss and maximum speed -- perfect for keeping the 3.0-litre V6 in the power band. For the most part we left it in D for drive, experimenting briefly with the 'S' sports mode and tiptronic manual -- which has wheel-mounted paddles.

Sports mode puts the engine and gearbox into attack mode, holding gears longer and down-changing earlier. Tiptronic manual mode allows you to pick which gear you want, though it will change down on heavy throttle and also change up before the rev limiter.

The 3.2-litre FSI engine is likely to be the big seller, and for good reason. It's also a great engine, with performance enhanced by a lightweight body. Engine response is quicker than the diesel though it's also peakier, requiring more revs for strong acceleration. That said, there's still plenty of pull off idle and in low revs, but dropping gears with the smooth shifting six-speed automatic gearbox is the best way to extract this engine's potential.

The V8? Awesome. Happy to sit on 240km/h all day, every day -- though do that in Oz and you'll be branded a mass murdering, psychotic lunatic. Germans, however, seem happy to exploit their car's potential on major highways, and the A6 V8 is clearly built with them in mind.

The A6's streamlined exterior improves airflow over the body, maximising grip as well as performance. However, there is some wind noise around the windscreen pillars above 110km/h, and also off the wing mirrors. Equally important in a car capable of high speeds, the four wheel disc brakes exhibited plenty of pull and never faded despite repeated applications from 240km/h to 110km/h.

So, what about the twisty stuff? How's she handle in corners? Hard to say on the roads we had available, which were either high speed autobahn or over-trafficked mountain roads. We did manage to throw a few corners under the wheels and the results surprised us enough to look forward to a lengthier, more challenging test back in Australia.

BOTTOM LINE:
Confident, classy performer that's hard to pass despite imperfect suspension.

Finally, we get to throw the Audi A6 around some bends, and the good news gets even better. The A6 is all the car we thought it was when we first drove it way back in April 2004. It's a fantastic successor to the previous model, which builds core strengths without sacrificing anything.

Turn-in is crisp and accurate for an executive sedan, and body roll is well controlled. The front-drive car will push on the limit, allowing the driver to safely lift off and regain traction. Enthusiasts may find the A6 too nose heavy, but this is not, after all, a sports car.

The 3.0-litre, six-cylinder model tested here is a dreamboat engine, surprisingly powerful for the car's mass and befitting the car's image and character. We didn't drive this engine at the April launch, spending time instead in the 3.2-litre FSI model with quattro all-wheel drive. Sad to say that engine didn't make the Australian lineup for launch, but Audi will add it to the range in early 2006 -- spanning the monstrous price gap between this car and the $150,000 4.2-litre V8.

The 3.0-litre is teamed with Audi's CVT -- continuously variable transmission -- which eschews traditional gear ratios for two cones connected by a belt. Simplified to heck, but you get the idea. The position of the belt on each of the cones dictates the 'gear ratio' which means you have infinite ratios, and with no noticeable 'step' in between. Translates to smooth acceleration in the real world, with no discernable 'gearchanges'.

Drivetrain aside, the A6's ride is billiard table smooth, for the most part. We're not overly impressed with the way it handles sharper bumps like road joins, ripples and Melbourne's ubiquitous speed humps, the car tending to jolt on the sharper stuff. The initial compliance is simply not adequate.

Everything is a real pleasure, including the MMI control centre. The MultiMedia Interface allows the driver to control settings on in-cabin comfort components such as the stereo, air conditioning, satellite navigation and trip computer via one clever little knob, and eight secondary buttons. It's a much simpler, more intuitive system than BMW's iDrive.

On the test the A6 sipped fuel at the rate of 11.1 litres/100km for 800km of what was mostly city driving -- a little high for our liking, but not excessive given our heavy right foot.