Audi A6 and A7 2015 Review

Re-styled for 2015, the new Audi A6 range (including A7 liftback and S6/S7 V8 performance models), is more efficient and better equipped.

Design changes, enhanced safety systems and improved comfort are complemented by more efficient drivetrain technology including a freewheel mode (coasting function) for the seven-speed S tronic transmissions that are now almost universally standard across the range.

The generic A6 range comprises the sedans, the A7 liftback models, the S6/S7 V8-powered performance variants, the Allroad wagon and the RS6/7 ultra-high performance models. All these vehicles officially go on sale from March 13.

For the local launch, a selection of models – including the entry-level variant, the A6 1.8 TFSI – was put to the test on local roads around Victoria's picturesque Yarra Valley.

Our examination of the revised range began with that base-grade A6, powered by a 1.8-litre turbocharged and directed-injected petrol four-cylinder and priced from $79,990. Right from the start, it was apparent that this (relatively) low-cost model was quiet and subdued in keeping with Audi tradition.

Road noise was minimal and the engine offered plenty of torque for loping along up hills from around 2500rpm, but turbo lag was a problem unless the transmission was set to Sport mode. At higher revs the four-cylinder turbo was powerful but pleasant to the ear.

Ride comfort was soft but well damped for the slightly choppy roads on the drive route. Yet the steering response from this car, the only front-wheel drive A6 in the range, was fast enough, particularly on a trailing throttle. The feedback through the wheel was not in the same league as you'll experience from one of the A6's rivals from Munich or Stuttgart, but it was not unduly light or numb.

While fairly obvious that this was front-drive only, and particularly after driving the other quattro-fied variants in the range, it's unlikely target buyers will find any real reason to complain. Some prospective buyers may pick the entry-level model from rear-driven rivals, however.

Time will tell whether this matters to buyers who are satisfied with a car that is comfortable and quiet, but performs well enough when required and delivers decent fuel consumption the rest of the time.

Another car tested was the biturbo A6, which continues to deliver huge torque (650Nm) that is so easily exploitable, whether for overtaking or launching from a standing start. As a bonus there's none of the typical diesel vibration often encountered in other cars – even prestige V6 models – and this remarkable engine will spin out past 5000rpm before changing up.

Interesting to note that this is the one engine in the range that remains coupled to a 'Tiptronic' (epicyclic automatic) rather than the 'S tronic' (dual-clutch) transmission.

Boasting over 100Nm more than even the stomping S6/S7's 4.0-litre turbocharged petrol V8 the biturbo is clearly in need of a transmission that will handle the tough stuff. The ZF eight-speed unit is up to the task, and the up shifts are executed with creamy aplomb – but without delay.

Frankly, if not for the efficiency gains yielded by the dual-clutch transmission, you'd have to question Audi's choice of that ahead of the ZF auto – the ZF remains that good. Fuel consumption over the course of a 60km drive loop was 7.9L/100km.

No sampling of the A6 range could go without a spell behind the wheel of one of the petrol V8 versions – in this case the S7. Turbocharged and direct-injected, the 4.0-litre V8 lets everyone know its credentials with a distinctive but mellow exhaust note. If you were to criticise this engine for anything it would be its understated demeanour, even with a light crackle on the overrun from the optional sports exhaust system (costing $2400).

As with other models in the range, other than the biturbo diesel, the S7 came with a seven-speed dual-clutch transmission, which Audi calls 'S tronic'. While the S tronic box was generally adept – and offering very swift shifting when required – it was prone to the occasional clunk.

But it's certain that Audi has specified the transmission for this car to keep a lid on fuel consumption. For the record, the S7 returned a respectable figure of 12.0L/100km on a 70km drive route... respectable given we were driving for fun, not frugality.

While the S7 delivered dynamic handling traits on a trailing throttle and steady roadholding with power applied, this car remains very much a tourer. It felt heavy in the bends and large on the narrow, winding roads up to Kinglake, as indeed would its rivals.

I've previously picked fault with finding the right driving position in Audis, but the A6 variants tested presented no problems in this regard. There was plenty of adjustment available in all directions and it took little time to set up to my satisfaction. The seating was brilliant, easily walking the line between comfort and support.

Controls were straight-forward and the instruments were easy to read, with 'Virtual Cockpit' navigation displayed in the instrument binnacle ahead of the driver. In the A6, Audi is now referring to this feature as DIS (Driver Information System). The head-up display was useful too, and easy to comprehend at a glance. My issue with LED bars in the engine temp and fuel gauges remains unaddressed, however. Early-morning/late afternoon sun glare will overpower the light from the LEDs, rendering them effectively useless.

Other than that – and the hand-writing thingo that only works if you're left-handed in a right-hand drive car – the Audi is well designed. The interior presentation in even the base model of the range was stylish yet serviceable.

Packaging remains largely as it was prior to the facelift. There are face-level vents in the rear, both in the posterior of the centre console and in the B pillars adjacent the rear doors.

A7/S7 models offer easier access to the cavernous boot, but rear-seat passengers may have to duck their heads below the low roofline when climbing in. In contrast, the A6/S6 has a similarly-sized boot, but the boot lid limits the size of the goods being stowed in the boot. But access to the rear seats is made just that little easier by the higher roofline.

Previously I've questioned whether the sheer length of the boot will provide a challenge for shorter people to reach stuff that has slid up the front of the compartment as the car has braked to a halt, but the new models come equipped with anchorage hooks and cargo netting near the tailgate to hold fast any items small enough to roll around loose in other circumstances.

Across a range of criteria the A6 shows real improvement – and it wasn't exactly dragging itself up from a low base. Our one significant concern is the little matter of option pricing, especially in the case of the $80K A6 1.8 TFSI.

Many of today's must-have drive-assist systems – the forerunners of autonomous motoring sub-systems of the future – will add $5800 to the purchase price of the car by opting for the Technik Package. Without that you can kiss goodbye to Park Assist, 360-degree camera, Active Lane Assist, Adaptive Cruise Control/Stop&Go function and Pre-Sense Plus (with AEB). And the Technik Pack also incorporates Audi Connect and four-zone climate control.

So the question facing A6 buyers around the $80k mark is this: Just how much is leading-edge active safety worth?

And the supplementary question: How far can those same buyers screw the dealers on price for those options?

2015 Audi A6 1.8 TFSI pricing and specifications:
Price: $87,980 (including Technick Package and metallic paint, excluding on-road costs)
Engine: 1.8-litre four-cylinder turbo-petrol
Output: 140kW/320Nm
Transmission: Seven-speed dual-clutch
Fuel: 5.8L/100km (ADR Combined)
CO2: 133g/km (ADR Combined)
Safety Rating: Five-star ANCAP