Audi A6 Allroad Quattro 2007 Review

Not so much
>> $10,000 overpriced
>> Limited cargo height
>> Vulnerable front

Overall rating: 4.0/5.0
Engine, drivetrain and chassis: 4.0/5.0
Packaging and practicality: 3.5/5.0
Safety: 4.5/5.0
Behind the wheel: 4.0/5.0
X-factor: 4.0/5.0

Audi is looking for the "soulful adventurer" with the $106,000 Allroad -- a wealthy educated buyer who rejects the bulky SUV profile for something a little sleeker, leaner and greener and doesn't mind paying over the odds for a body style that starts at around $80,000.

The new Allroad range now starts at around $20,000 more than the previous series and has been re-positioned as a single diesel-only model Down Under. 

The clue to the big shift in emphasis is the much sleeker, more integrated styling.

Its biggest competition comes from within, the equally-capable Audi Q7 which starts at $85,700 with a near-identical drivetrain and a much more spacious interior. The Q7 looks like the one that should cost $20,000 more, not the $106,000 Allroad.

The "less is more" anomaly must work overtime in this comparison when the cheaper Q7 is 5086mm long, 1983mm wide and 1737mm high on a 3002mm wheelbase. The Allroad is 4934mm long (124mm more than the previous model), 1862mm wide (up by 10mm) and 1459-1519mm high (depending on suspension setting) on a wheelbase of 2833mm (up by 76mm). The coming Q5 will confuse matters even more.

For an "escape pod" as Audi describes the Allroad, you won't be escaping with much if there are five onboard especially when the 'fast' rear window styling cuts into the luggage height behind the rear wheel arches. The Allroad's braked towing capacity of 2100kg while good for its genre is rather less than the Q7's 3000kg.

Audi heads off the comparison by suggesting that the Q7's arrival enables it to position the Allroad as a more dynamic road car. Here were we thinking that this was the role of the mainstream A6 Avant range (more here). The reality is that the Allroad niche has now become so tight that Audi sees 2007 Allroad volumes as little as 100 units and who knows after that.

If you are a family buyer, you would be silly to toss away the Q7's three-row seating, cavernous cargo area with five aboard and extra presence then spend another $20,000 for the privilege. End of story. Or is it?

The Allroad may have to wait for buyers to fully appreciate what it does offer now that the forces that originally defined this type of vehicle are no longer relevant.

The first Allroad was a Hans-come-very-lately variation of the Subaru Outback which in turn was a Japanese interpretation of the AMC Eagle wagon, the 1980 US model that started it all after AMC shoved Jeep 4x4 technology under its ancient Rambler Hornet.

In Australia, the context couldn't be more different. Australian female new car buyers who are driving the SUV boom, usually hate station wagons with a passion when they are associated in Australia with sales reps and repair men. This is why the Ford Territory continues to sell after the mechanically-similar Holden Adventra has been withdrawn.

For similar reasons, Volvo was forced to consider whether its latest XC70 should be compromised by the presence of its more mainstream wagon siblings.

The first all-wheel drive versions of station wagons were only tolerated because they were so cheap after they qualified for a huge reduction in tariff as a four-wheel drive. Although tough new rules defining clearance and approach/departure/rampover angles were supposed to close this loophole, manufacturers simply jacked up the suspension of these wagons, added a token all-wheel drive system then drove them straight through the loopholes until their purpose-designed softroaders arrived.

This factor was no longer so critical after January 2005 when passenger car duty was reduced to just 10 per cent compared to the four-wheel drive rate of five per cent.

The most significant change in the second-generation Allroad is that it no longer qualifies as a four-wheel drive and thus is no longer eligible for the five per cent duty cut enjoyed by the previous model. Its highest ground clearance setting of 185mm is just 15mm short of meeting the minimum local requirement. Its approach angle which also runs foul of the rules wouldn't take too much of a lift in suspension height or much body modification to pass. The fact that Audi cops the full 10per cent on this model and doesn't even try is a key indicator of what the new model is and isn't.

The latest Audi Allroad has to be among the first of its type that is neither artificially packaged nor compromised by a raised centre of gravity to evade full passenger car import duty. Audi avoids any 4x4 connotations and unashamedly presents the new Allroad as the ultimate A6 Avant with sportier sealed road and loose surface dynamics than seen previously in a vehicle of this type plus the added ability to lift itself out of harm's way over virtually any Australian road.

Its Allroad badge has some integrity when its highway performance is as competent as its loose surface behaviour -- something that can't be said for many of this genre.

This extra dimension should not be underestimated when such a wide range of recent European imports will crack or shatter expensive alloy sumps (or worse) on something as simple as the low gravel crown on a rural road. In too many cases, their owners don't find out until a very expensive engine or transmission expires.

Despite the Allroad's extra abilities, the reality is that even its most basic 17-inch wheel specification has a low-profile 55-series tyre and a tiny space saver -- neither of which make sense in this country once you leave the blacktop. As for the optional 18 and 19-inch alloys, their 45 and 40 profile tyres best remain on the bitumen.

The other limitation is the exquisite detailing on the front of the vehicle that exposes acres of expensive paint and chrome with little or no protection from flying stones (or parking lot damage for that matter).

Audi has hinted that a cheaper 2.7-litre diesel version with 132kW/380Nm may reach Australia later. Although 3.2 V6 and 4.2 V8 petrol versions are still sold overseas, only the V8 offers any real improvement in performance over the variant Audi Oz has chosen – and then with a sizeable penalty at the pump, let alone showroom. 

PRICE AND EQUIPMENT
Although $106,000 is a big ask for a fancy wagon, Audi offers plenty of options that can send the price even higher. That said there are some clever features among the long standard list and not much is missed.

Included are features such as an electro-mechanical parking brake, combined light and rain sensors that control wipers and lights, headlight washers, four-spoke leather-covered magnesium steering wheel with paddle shifts, premium dual-zone climate control, multi-media interface (MMI) with seven-inch screen and large control button, double tuner six-disc CD player with 160 watt 10-speaker sound, luggage tie down rings mounted on sliding rails, folding floor sections that become load area divisions, a wet storage area, adaptive air-suspension, aluminium roof rails, electric front seats with leather trim, parking sensors and heated exterior mirrors.

There are two main option groups. The Comfort Package which costs $4500 adds Audi's advanced parking system with rear view camera, Bluetooth phone preparation, electric sunroof with slide and tilt functions, premium Valcona leather and a choice of several wood inlays in lieu of the standard aluminium-look cabin inserts. The Technik Package which adds $5500 to the price adds a DVD-based navigation system which Audi claims is superior to other systems, Bluetooth phone preparation, Audi music interface AMI with iPod/MP3 preparation and voice control system.

Still haven't spent enough money? How about a trick BOSE Surround sound system with 13 speakers and 270W? Or a choice of two Xenon headlight options with the top package featuring swivelling headlights…

If heated electric foldaway exterior mirrors sound good then how about a three-spoked sports steering wheel, memory function for the main driver's seat, wheel and mirror adjustments, heated front seats, sunblinds on rear and rear side glass, insulating glass, colour-coded body additions, automatic electric tailgate opening and closing, advanced key (which works while on your person), interior lighting package, lockable luggage storage compartment, metallic paint and so the list continues.

It's clear from some of these features which appear on cheaper models as standard that Audi has worked hard to achieve the entry price. At least the options make the chance of finding another one of the hundred Allroads sold each year the same as yours very minimal indeed!

MECHANICAL
Audi's unusual mechanical layout, which is similar to Subaru's and very different to most front drive based models, places the engine longitudinally like a rear-drive model. Because it is based on a front-drive model, this layout places all of the engine ahead of the front axle line which contributes to a longer nose than usual.

This limits the approach angle to a poor 18.3 degrees (Ssangyong's new Actyon crossover hatch starts off as rear-drive and has a full 27.7 degrees by comparion -- the only time you'll see Audi and Ssangyong compared, we'd suggest). This leaves a fair amount of front overhang to become embedded in the scenery before the fancy stainless steel skidplate can even do its thing.

The rear overhang is also long for an SUV.

The upside to this layout is the long, equal-length front driveshafts which allow greater suspension travel than usual and all but eliminates unwanted torque steer. A turning circle of 11.9 metres could be better.

The V6 diesel engine is a gem with 2967cc capacity, common rail 1600 bar piezo direct injection, turbocharger and intercooler, chain-driven double overhead camshafts, four valves per cylinder, water-cooled exhaust gas recirculation, maintenance-free particulate filter and Euro IV compliance.

A 171kW/4000rpm power figure and a 450Nm torque peak that hangs in there from 1400 to 3250rpm make the previous Allroad petrol engines superfluous. A combined fuel figure of 8.8lt/100km is made up of an 11.8 city figure and 7.0 rural figure and seems realistic in initial testing.

Audi claims a top speed of 230km/h and a zero to 100km/h split of 7.8sec.

The superb ZF six-speed auto with steering wheel paddle shifts, Dynamic shift program and Sport program is as sublime as ever. The all-wheel drive system features a Torsen self-locking center differential that starts with a 50:50 split but can send up to 75 per cent of torque to the rear wheels. It can deliver a tidy almost neutral rear-drive feel in loose surfaced corners.

The big plus is the standard electronically-controlled adaptive air suspension which would be a liability if the front and rear suspension components could not maintain their geometry throughout the system's height adjustment range. The main suspension components are aluminium with a four-link layout at the front and a self-tracking trapezoidal-link rear axle adapted from the A6 and A8 models which takes the edge off any front-drive understeer. 

Audi's adaptive air suspension can then vary the trim height of the body by up to 61mm then alter the rate of the adaptive shock absorbers to match the road surface and style of driving. It can be raised to a full 185mm ground clearance for crossing rough terrain at low speeds. This cuts out above 35km/h and reverts to the 175mm Allroad mode for unsealed roads.

The car can be dropped to a ground hugging 125mm Dynamic mode for fast, sealed road cornering.

An Automatic mode starts at 140mm and will lift or drop the body according to speed and conditions. It allows the Audi Allroad to replicate some of the capabilities of a purpose-built SUV while generating highway performance and dynamics that would challenge sportier road cars.

PACKAGING
This is the key to the whole Allroad exercise when it defies most stereotypes. The starting point is the latest A6 Avant body which is a major departure from most wagons with its sleek profile and heavily sloping rear glass.

Despite claims that a 76mm wheelbase increase and 124mm extra length over the old model contribute to a big increase in load space, the reality is that the sloping rear cuts into luggage height from the rear wheels back. The cargo area width is defined by the wheel arches when the area behind the rear wheel arches is filled in.

It may look awesome but cannot match the practicality of a purpose-designed SUV or for that matter, a good Aussie wagon -- such are the dictates of style and image!

The body additions are subtle but clever in the way they shift the emphasis from the standard A6 Avant. There's hefty sill add-ons, wheelarch extensions, lower front and rear bumper extensions, lower front and rear skidplates, a bold brassy grille and big dual exhausts that look like they belong to a 7.0-litre V8.

The word 'pumped' comes to mind but very little contributes to damage resistance or toughness and instead seem to increase the number of expensive parts that can be damaged.

The wheels are an issue when the base 17-inch wheels, which commonsense dictates as the only choice for local conditions, look a little ordinary compared to the striking optional 18 and 19-inch items.

A vehicle that places a highly ornate and probably very expensive grille as the first point of contact at the front is hard to take seriously for any forays away from town. The long front overhang would make the fitment of any worthwhile protection difficult and limiting.

There is no denying that it looks the goods from every angle. The cabin environment is also exquisitely detailed and finished and remains one of the most pleasant on today's market for what is still a wagon by any other name. Just keeping it all that way in a rugged bush environment may not be so easy.

SAFETY
This is the Allroad's trump card that goes a long way to justify the price.

Torsional rigidity has been increased by 34 per cent with a corresponding boost in crash strength. Sheet aluminium is used for the bonnet and front guards while tailored blanks are used throughout the structure along with tailored rolled blanks for high stress areas such as the suspension cross members and longitudinal rails.

Different body and structural parts are joined with welds, rivets, a combination of spot welds and bonding, laser welding as well as MIG welding for optimum strength between the different materials.

The body is strategically reinforced with pipe sections and beams to keep the cabin space intact. Audi has paid extra attention to rear collisions with exceptional impact absorbing qualities in the rear while keeping the fuel tank out of the deformation area.

The front airbags activate at two levels depending on severity. Pedals and steering column are isolated from any intrusion from the front of the car and Audi claims that the deformation of the bumper can keep the front guards unharmed at speeds up to 15km/h.

Side airbags are fitted as standard front and rear along with a head airbag system known as 'Sideguard.' This system covers almost the entire side window area.

In combination with the exceptional primary safety provided by all-wheel drive, the adjustable suspension, powerful brakes with brake assist, ABS and ESP and ASR traction control systems, the blend of primary and secondary safety systems in the Allroad is about as good as it gets under current technology.

An overall weight of 1880kg with this level of technology, luxury and safety equipment, while hefty, is not excessive.

COMPETITORS
As with any $106,000 purchase, rivals may need to be assessed on their prestige value as well as function. This is especially the case when Audi sees the Allroad as having a march on its BMW and Mercedes-Benz wagon rivals with its combination of diesel power and all-wheel drive that neither can match.

The reality is slightly more pragmatic. Under Australia's typical 100km/h speed limits, the Audi's outer limits are rarely going to be explored, if ever, so its immense stability, ground covering ability and low fuel consumption at elevated speeds are academic.

Subaru presents a remarkably similar (though smaller) package in the latest Outback in terms of what the vehicle is allowed to do. Although Subaru doesn't yet offer a diesel, the Outback delivers a $60,000 saving that pays for plenty of fuel. For a similar sports all-road function at a $60,000 saving, the Mazda CX-7 is a match in style and presentation if not in cabin refinement, ride or fuel efficiency.

These vehicles are listed only to highlight the function that can be replicated at a fraction of the price.

Add the subjective prestige factor and the field suddenly narrows. The VW Passat 3.2 V6 FSI wagon at $56,990 is remarkably good, only coming up short on rough road ride, clearance and fuel economy. The Volvo XC70 is also close in function and does better in some packaging areas but cannot match the Allroad's style and top shelf presentation nor its all round competence.

That leaves the various Saab 9-5 wagons which can't match the Audi's all road ability and traction nor its diesel efficiency.

The Nissan Murano is a slightly different take on the same function for $40,000 less but can't match the Audi in presence nor its full spectrum of highway and allroad abilities and diesel fuel economy.

That leaves the Mercedes-Benz E280CDI wagon starting at around the Allroad figure with less grunt and more restricted rear-drive highway capabilities but on a par in prestige and diesel efficiency. The BMW 530i Touring wagon is a very different and more expensive vehicle guaranteed to delight on the highway but not away from the bitumen.

A Chrysler 300C CRD Touring Wagon at just over $60,000 puts up a compelling case for diesel power, style and some wagon practicality but it too is best left on the highway.

Although very different in approach, the latest BMW X5 in diesel specification would have to be considered, starting as it does under $90,000. The Mercedes-Benz R320 CDI wagon is another take on the same formula at just under $90,000 –though without the Audi's low profile looks.

The Lexus RX400h at $94,100 is pitched at the same green, prestige buyer as the Audi but doesn't have the sports and highway emphasis of the Allroad.

Although most of the above will perform most of the Allroad functions or better it in some areas, none back the all-road emphasis with such strong capabilities on and off the bitumen.

There is some suggestion that Audi's unique approach may keep the Allroad high on the desirability stakes in the used market, as fuel efficiency, safety and a low profile grow in importance.

ON THE ROAD
Audi chose a challenging sequence of winding and unsealed outback roads which featured a mixture of exposed rocky surfaces, loose gravel and larger rocks as well as slippery, sandy sections. The roads were often punctuated by drainage dips and cattle grids. There were occasional sealed highway sections in between.

The Allroad seduces almost as soon as the road wheels complete a single revolution --something it must achieve for a buyer to throw caution to the wind and spend over $100,000 on a family wagon. This process was hastened by the presence of the optional premium leather and wood cabin inlays as the standard leather and aluminium cabin highlights can look a little mass market.

As we have found in previous tests, the latest A6 Avant provides an outstanding cabin environment for a wagon when it is so quiet and diesel engine noticeably strong. The Allroad's extra detailing and isolation from poor road surfaces can only enhance that further.

There is an intangible appeal about a stiff body shell, superb wheel angles over any road surface and a diesel and automatic transmission combination that gets on with its business with a solid wall of confidence. The Allroad is a magnificent drive no matter which way you approach it. Even the Audi steering came together on the roughest roads to allow unbelievable cruising speeds in total safety.

However, it does depend on the wheel and tyre combination. The first test example featured the standard 17-inch wheels with Dunlop SP Sport 225/55 R17 tyres. The extra profile and more open tread generated one of the best rides experienced in a recent European wagon even on the stony outcrops. Most importantly, the more open tread and more flexible side walls had a greater chance of biting into the loose surface and generating the grip and steering that the chassis deserves.

A switch to an example with the 18-inch wheel option and 245/45 ZR18 Pirell P-Zero tyres generated an immediate decline in ride quality and a noticeable increase in skittishness as the less open tread pattern and wider, less flexible tread section seemed to skate over loose surfaces. It is only a matter of time under these conditions before you split a sidewall or puncture a tyre.

The reality is that any tyre on a rim over 17 inches with a profile lower than 55 is not suitable for rough and unsealed Aussie road surfaces. Even then, there is perilously little rubber to protect the rim if you misjudge a sharp pothole or cattlegrid. To even contemplate bashing the Allroad over an offroad track would be silly when it doesn't even pretend to be this type of vehicle.

It's a shame the 17s offered aren't as stylish as the larger rims. If Audi is serious about the Allroad's all round ability then the most sensible wheel and tyre combination should look at least as good as the options.

That said, the reality is that most Allroads will probably never leave the black top which is a pity when the handling on loose surfaces is almost fail safe. The Torsen all-wheel drive system always seems to keep the rear end in tension so you can feel the rear wheels pushing as much as the front wheels pull.

In conjunction with the self-tracking rear end, it generates a satisfying trace of final oversteer that tightens up the cornering line exactly when required in fast, loose sweepers.

It is in the absence of sideways oversteer of powerful rear drive wagons and the plough-on understeer of front drive models and pseudo-SUVs that the Audi Allroad stands head and shoulders above most passenger wagons. Drivers of the Mitsubishi Evo and manual Subaru Impreza WRX would feel immediately at home especially when the full torque of the powerful diesel can be accessed to haul the Allroad through most corners regardless of surface.

The ESP system seems to work particularly well. There was a particularly nasty off-camber corner covered in loose sand with plenty of run-off that should have dumped the Allroad off the road. As the Allroad started to slide, the ESP kicked in and quickly had the vehicle under control and pointing in the right direction without drama. It really is a safe and very rapid vehicle under these conditions.

It was significant that most drivers chose the high Allroad suspension mode regardless of surface. Although the Dynamic mode does drop the Allroad into an aggressive high-speed stance that would be useful on the autobahn, the loss of ride quality on local roads seemed to outweigh any stability benefits at Australian speeds.

Audi's MMI answer to BMW's iDrive is really worth having when it is more effective than most of its type and encompasses the suspension functions.

When so many Subaru Outback owners keep asking me whether the previous generation Allroad (more here) is affordable yet, this car clearly has an appeal that seems to transcend time and income. That said despite its competence and style, it is not worth two and a half of the Outbacks.

Yet if you had to make a lifestyle choice and step back from an S-Class Mercedes-Benz or 7-series BMW and wanted most of the presence, highway abilities and cabin ambience of these top-shelf vehicles with an extra dimension of practicality, the Allroad might seem better value.

To comment on this story click here.

 </