Audi A6 Avant 2012 Review

Not so much
>> Steering not up to competitors
>> Oh, for that superb 3.0 TDI six
>> Trying to think of something else…

OVERVIEW
>> Audi re-enters the large wagon market
In the era where the SUV is king, the German/Euro brands resolutely maintain their old-school low-riding wagon offerings in the luxury sector. While Benz's E-Class estates, BMW's 5 Series Touring and Volvo's V70 models have maintained a consistent presence in the local market for years, Audi has wavered. We last saw its A6 Avant here in 2008.

Now, it's back. And the sixth generation Avant comes well equipped to offer some very stiff competition indeed. A mix of high technology, brand cachet, signature build integrity, space, comfort, versatility, equipment and a compelling performance/economy equation set the Ingolstadt wagens on the right track to dominate its sector.

The clincher: a price advantage of $10K over the 520d Touring and $28K over the E250 CDI wagon, cemented by a residual resale guarantee that effectively limits the bath you take at resale time. Audi's working on that in other ways, too, with heavy brand-building investments in associations with cultural and sporting events, particularly contemporary art, arthouse film and high-end golf tournaments.

Against its predecessor, this A6 Avant is roomier and better equipped. It's also lighter -- down by as much as 70kg. Kept to 1630-1650kg by Audi's ever-growing use of aluminium, it weighs in palpably below the 520d Touring (1715kg), the E250 wagon (1845kg) and the V70 (1941kg).

All that, and it's powered by two fine examples of the engine downsizer's art.

PRICE AND EQUIPMENT
>> Long on standard kit, longer on options
The new A6 Avant has barely changed in price from the last, up just a couple of thousand dollars from the $80K we last saw on the local market four years ago. This time round, the petrol incarnation takes base spot, with the 2.0 TFSI starting at $81,800, the 2.0 TDI from $82,900, both plus ORCs.

At starter-kit level, both versions are identical beyond the powertrain. On standard equipment, the Avant fulfils $80K expectations outside and in, then tops the list off with a couple of useful novelties for a bit of extra USP.

It comes standard with Audi's MMI central control system and Drive Select programming. Switched via MMI, Drive Select gives you access to an array of chassis and powertrain calibrations --  comfort, auto, dynamic and efficiency modes, plus an ‘individual ‘ mode that lets you set things up element by element to suit yourself. On top of that, you can shift between standard Drive, Sport and Manual modes through gearshifts and, if you have them, steering-wheel paddles.

Past that, MMI functions extend to standard sat-nav and dual-zone air, and custom settings for every facet and function this side of door handle-feel. Plus there's a full leather interior with electrically adjustable front seats, cruise with downhill braking, parking beepers, auto headlamps, rain-sensing wipers, electrochromatic interior and wing mirrors, keyless entry and go, all with a decent 10-speaker audio with Bluetooth streaming and iPod compatibility.

The options won't disappoint choice junkies either, in the normal manner of premium Teutonic fare. There's a wide choice of 18 to 20-inch upgrades from the standard 17-inch alloys. Standout options include sports suspension ($830), adaptive cruise ($3650), night vision ($4270), head-up display ($2950), quad-zone climate control ($1390), panoramic sunroof ($2980), sports seats ($1360-2060, depending on leather grade); ventilated comfort front seats with massage ($8850), sports wheel with paddles ($530) and audio upgrades by BOSE ($1950) or Bang & Olufsen ($12,340).

A park assist-plus upgrade ($2170) adds a 360-degree top-view camera, achieved by the installation of tiny wide-view lenses on each corner of the car.

True to the multiple-option purchases marking just about every German car to emerge through a showroom door, Audi has turned on a list of carefully researched bundles taking as much as 50 per cent off the price of the same items listed individually. For example, the Technik package adds xenons, quad zone air, sports wheel with paddles and the 360-degree top-view camera for $3360, while the S line Sport package adds xenons, sports suspension and seats, upgraded leather, sports wheel with paddles, and upgrades trim inside and out, with 18-inch alloys ($9350) or 20-inch ($11,750).

MECHANICAL
>> Four is all, but it's enough
Unlike its local-spec sedan sibling, the Avant isn't available with petrol or diesel sixes. And Audi Australia execs have ruled out any likelihood they'll come. So front-wheel drive 2.0-litre petrol and diesel fours are it, except in the next-gen quattro Allroad set for launch later in the year. It will come with a 3.0 TDI six and a $20K-plus premium over the stock Avant. This is something of a pity for this car, because that engine is one of the greats.

Reflecting another premium German norm, the 132kW TFSI petrol mill is tuned to deliver its peak 320Nm sweet and low down, from 1500-3900rpm. Armed with cruise control braking as well, it's unfazed by hill or dale. It's no tar-tearer but 0-100km/h in 8.6 seconds is plenty enough to satisfy the well-heeled family buyers Audi's targeting.

In midrange rolling acceleration it's always enthusiastic, building up a head of steam deceptively fast. If there's a ‘problem' here, it lies in the exceptional degree to which the A6 is insulated from road and wind noise and engine NVH. Now there's a high-quality problem if ever if I saw one…

On paper at least, there's surprisingly little contrast between the TFSI and the oiler. At 130kW, the TDI almost matches the TFSI for power. While it reaches its 4200rpm peak wattage threshold with ease for a diesel, it's not as comfortable up there as the petrol mill is in its 4000-6000rpm peak powerband. Not surprising, given the distance from the 1750-2500rpm sweet spot at which it serves up its peak 380Nm.

Performance is neck-and-neck with the TDI surprisingly winning the 0-100km/h sprint in 8.5 seconds, a tenth ahead of the TFSI. It's hard to tell by ear that it's an oiler -- it sounds enough like a petrol engine that most would need the badge and the tacho to tell what they're driving.

That said, in keeping with the story told by the torque band figures, it's not as elastic as the TFSI. Despite that 0-100 advantage, it doesn't feel as perky as the TFSI. But it pulls like a herd of bulls at peak torque, and it feels like much of that twist stays around well past its 2500-rev ceiling.

The upshot of all this is debate as to which one's better. I preferred the diesel, my driving partner for the launch program went with the TFSI.

Much of the reason for my preference lies in the fuel economy margin. The TDI wins hands-down on fuel consumption and cleanliness: Audi claims 5.1L/100km on the combined cycle (6.1 urban/4.5 highway), against 6.5L/100km (8.2 urban/5.5 highway) for the TFSI. Both are CO2-clean, the TDI emitting 135g/km and the TFSI 152g/km combined. In the real world the diesel's figures will be easier to approach.

Both engines come with auto stop/start and a choice of one transmission: Audi's multitronic CVT with eight virtual gears -- fixed points along the ratio spread to through which it shifts on request from the stick or the paddles. For those inured to lesser examples of the genre, this box is a revelation.

Anyone familiar with that Japanese CVT habit of revving the engine out incongruously ahead of the speed at which the car is travelling before settling into a comfort zone will know how awful it sounds and how clumsy it feels to match. This one shows how it ought to be done. Audi's CVT differs from most of its counterparts in at least one important way: it processes the work of the variator cogs through a multiplate clutch rather than a torque converter. At rest, it's open. On take-off, it clamps up hard, eliminating that no-man's-land of slippage through which torque-converter CVTs have to travel to reach optimum lock-in.

No histrionic engine flaring here. Just a gradual lengthening of the legs with acceleration, just like a normal box. In auto, it's imperceptible in its smoothness. In manual mode on the stick or using the paddles, the eight ratios are nice and close and the shifts between them quick and decisive. With either engine, it's a good enough sequential to warrant the $530 option cost for the paddles.

Audi makes use here of an important advantage CVTs have over stepped multi-cog transmissions. The fixed ratios are set by management software rather than by cogs of fixed size. That allows the maker to tailor the box to each engine. That's how they've achieved such a close performance match between the two engines -- slightly shortening the fixed gear ratios at the lower end mitigates the TDI's shortcomings off the mark.

PACKAGING
>> Versatility is the key
Where the Avant really comes into its own is around the hindquarters. At launch, Audi was keen to stress the emphasis on versatility, and not without cause. They've extended the keyless entry to include a sensor-controlled auto tailgate. Loaded up with an armful of gear, a gentle kicking motion beneath the rear bumper with the key fob in your pocket opens it for you. If you have the electric luggage cover extended, it rises with the tailgate, dropping back into place on closing.

Cargo capacity varies from 565 litres with the split-fold rear seat up to 1680 litres with both sides folded flat. And the folding mechanism reflects the thought they've put into so much about this car: reach in through the rear, pull the levers recessed into the side walls of the cargo area and the seatbacks are propelled forward by a spring mechanism.

Not only is the cargo area large and usable -- a plethora of restraining devices means there's virtually no solid shape that can't be secured in place. Along with the usual elastic floor net, you get flexible side sequesters and infinitely adjustable aluminium telescopic barriers, all attached via end-posts that fit into a pair of longitudinal rails recessed into the cargo floor.

Moving forward, the rear bench has sufficient head, shoulder, bum-room to make the Avant a comfortable long-trip proposition for three grown-ups. Legroom is ample for six-footers without having to move the front seats forward any. Even without the quad zone climate control, ventilation is great, with outlets on the back of the console and at face level in the B-pillar.

In the manner of the German luxo triumvirate, cockpit ergonomics are well thought out, but it's complex and nuanced enough to take some learning if you're not familiar with the Vorsprung way.

There's more data and variability on offer here than most buyers will ever need or want. It's just a matter of finding your way through the multilayered MMI and the vast tracts of trip computing info in the space between the speedo and tacho.

The seats, electrically adjustable through all the important planes, are superb -- well bolstered and generous in the cushion. I really like Audi headrests for their fore-aft adjustment, too.

Storage is generous all round -- a big glovebox, an adequate centre console bin and big enough door pockets front and rear to accommodate a 600ml drink.

Low notes? Audi's rather businesslike interior atmospheres aren't for everyone. The optional fake-plastic-tree trim on the dash, console and doors of one of our test vehicles did nothing in mitigation. It merely cheapened what was otherwise a fine place to be. The embossed aluminium was nicer.

And, reliability advances notwithstanding, I can't help but wonder how that gimmicky retractable centre screen will look in a few years' time.

SAFETY
>> Eight airbags and more
No NCAP testing yet, but the current A6 sedan and previous Avants have been good for five stars Euro NCAP, so go ahead and assume.

On top of the reassurance that goes with the all-paw quattro drivetrain and diff-locking, the Avant fulfills high-end safety expectations: eight airbags (front, torso front and rear, full-length curtains), along with all the braking and stability acronyms. This is a safe car.

COMPETITORS
>> Watch out Benz and BMW
With Audi's stocks steadily rising against them, there's no doubt Benz and BMW will keep a keen eye on the A6 Avant's progress against the 520d Touring and the E250 CDI wagon.

And it's bound to make some inroads. Buyers in this segment might have some money to spend, but there's nothing like a price advantage to erode brand loyalty -- and that's quite some King couch you can buy with the price advantage Audi's offering.

That said, this is a hotly competitive marketplace, and this car has to make its case against some very well packaged SUVs as well. You can now buy an ML for $80K, and a well specced X5 for not much more. Or a Q7, or a very well specced Q5 or X3.

Audi also explicitly cites the V70, and at around $70K it starts out considerably cheaper. But the venerable Swede's getting on a bit, and Volvo's been pouring all its mindshare-building resources into the smaller V60 of late. If its efforts there are anything to go by, Audi and the others will have a fight on their hands when Volvo gets around to the bigger car.

It's a competent corner-eater, but the usual grumbles about Audi steering apply -- which is to say, it's over-assisted and under-tactile.

There's still enough feel and precision here to justify the considerable premium it commands over the similar sized (but half the price) Japanese sedan I drove to and from the A6 launch.

On country roads, it's hard to fault. The suspension settings are firmish even in standard guise, but even with the hardened-up sports suspension and big wheels, it's extraordinarily quiet below stairs -- particularly impressive for a wagon.

It's an accomplished momentum builder, too. Lift your foot and despite its relative lightness and the CVT, it just rolls and rolls and rolls. At least until you switch the drive select to dynamic mode, in which it becomes more responsive to right foot commands in both directions.

In efficiency mode it's a slug, but it's remarkably quick to pull down average fuel consumption figures. On our drive through the Royal National Park, Wollongong and up Macquarie Pass to Robertson, switching from individual to efficiency cut the average from 7.5L/100km to 7.2 within a couple of kays. It works well kicking things off in dynamic and flicking over to efficiency when it comes time to switch on the cruise.

A minor transmission grumble: after intervening in Drive mode with the paddles, you can't revert to D by holding down the right-hand paddle, as you can with so many other brands' paddlers. You have to flick the stick sideways and back.

Even taking into account our optioned-up test cars, the A6 Avant is rare in its well-roundedness. It delivers on every front: versatility, comfort and convenience, build quality, AWD, a fine performance/economy balance no matter which engine you go with, and an equally fine balance of low-set feel with SUV space. All with a decent kit list and a price calculated to test the loyalty of even die-hard Benz and BMW fans.

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