Audi A6 2011 Review

Audi A6

But local was a relative term. For it was across the Tasman that Audi Australia chose to provide the very first ‘Aussie’ drives of the top-line A6s. And the weather gods were cooperative, dumping literally metres of snow on the mountains around the Queenstown launch venue in the two weeks leading up to the launch.

Lighter yet larger than the car it replaces, the all-new A6 gets an injection of aluminium into its structure. But there’s news also in the trickle down features the car has derived from its A8 sibling. A near-clone in styling terms, the large saloon gets (at least as options) all of the safety features from the flagship car and most of its amenity and communications and entertainment systems.

At launch, the new executive-class Audi comes well-equipped with three six-cylinder engine choices, seven-speed S Tronic dual-clutch automated transmission and the abovementioned quattro all-wheel drive all as standard fare. Two four-cylinder front-wheel drive models will arrive in October, with Audi also considering a hybrid A6 for local release.

Audi says the model is key for its next stage of growth Down Under. It will have to lift its sales rates remarkably if Audi is to claim it as a success. In the past three years the A6 has sold between 500-600 units per annum. This is in contrast to its archrivals, the Mercedes-Benz E-Class and BMW 5 Series, which found over 2200 and 1200 new homes respectively in 2010 alone.

Thus the price of admission to the new A6 club is relatively steep -- close to six-figures. The naturally-aspirated Audi 150kW/280Nm 2.8 FSI quattro petrol kicks off the range at $93,900. The sole turbodiesel, the 180kW/500Nm 3.0 TDI is priced at $116,500 and its 220kW/440Nm 3.0 TFSI supercharged petrol counterpart – with which it essentially shares its standard equipment list – tops off the range at $121,500.

All V6-engined A6s roll on 18-inch alloys and feature quattro all-wheel drive and seven-speed S Tronic dual clutch transmissions as standard. For Aussie buyers the S line exterior equipment package is also standard on the trio. In this pack Audi includes more aggressive front and rear bumpers and side skirts and a rear diffuser-style under-bumper insert. S line Sport packages, 19-inch and 20-inch diameter wheels and lowered sports suspension remain options.

Other shared equipment across the V6 line-up includes sunroofs, dual climate-control air conditioning, auto lamps and wipers, Bluetooth connectivity and music interface audio, keyless access/start and Milano leather upholstery. Gearshift paddles are standard on all V6 variants (our NZ-spec test cars were not so equipped).

The latest-generation MMI infotainment and satnav system (with touch pad and numeral and letter recognition function -- from A8 and A7) is also included in all three V6s, as is the simplest form of Audi Drive Select. This system ‘tunes’ steering, throttle and gearbox mapping but does not change suspension ride or damping characteristics. You’ll need to ante up $4160 for Adaptive Air Suspension for that pleasure.

Rear park sensors are standard on the 2.8 with the A6 3.0 TDI and TFSI also getting a camera. Read the fine print though and you’ll find Audi is quoting a 6-12 month waiting list for this component to be retro-fitted to your A6.

Save for the fact the 3.0-litre cars also get a BOSE stereo upgrade and different wheel designs, there’s not much to separate the trio.

Indeed, many of the highlight items of the new A6 range remain options on all three V6s. Audi doesn’t hide this fact, but (like most of its counterparts) it doesn’t exactly shout it from the roof tops either. Though LED running lights and Xenon headlamps are standard, the futuristic full-LED lamps are a $3350 option. The clever torque vectoring Sport differential is also extra ($2245) and not offered on the 2.8.

Metallic paint is an eye-watering $2280 but at least Ingolstadt offers a choice on internal timber finishes at no cost. See SAFETY below for a list of the high-tech safety aids you’ll be paying extra for.

In the case of the new A6, there are differences to the front end (namely more intricately shaped headlamps and grille) that show aficionados this is a new model but frankly, in isolation, we reckon it’ll take an Audi expert to pick the car from its stablemates – or even its predecessor. The German press have unkindly christened this trait as “same sausage, different length”.

There’s no doubting Audi builds handsome cars, it’s just that, like Aston Martin, this writer can’t pick one from another without trainspotting-levels of assistance. This anonymity suits some buyers. For those it doesn’t… Well, perhaps, sir would like his A6 in bright yellow.

Though fractionally shorter (12mm) overall than the outgoing C6 generation A6, the new C7 family rides on a 69mm-longer wheelbase (2912mm). In effect, like the current generation A4, Audi has pushed the front wheels forward – shortening the front overhang, moving the centre of mass of the car rearward and improving weight distribution. It’s not the 50:50 perfection BMW often spouts when talking about its cars, but it’s theoretically a significant improvement on previous generations of big Audis, where it seemed much of the powertrain was cantilevered out ahead of the front axle line.

Inside there’s strong generational change and passengers and driver alike are in for a treat. Like the A7, the A6 features a new style of interior with a single sweeping shadow line that frames the base of the windscreen and marries the door trims and door tops into an organically shaped, arched instrument panel and dash. The fact that this design appeared first in the A7 dilutes some of the drama but it remains an undoubtedly handsome execution.

The extra wheelbase may not entirely translate into more cabin space in the new model A6 but there’s still plenty of room in most directions. Audi claims that compared with the previous model, the front headroom, overall interior length and shoulder width have “all increased slightly”. With a notable exception (see below), few will find cause to grizzle about the amenity offered to driver and passengers alike.

The front seats are a new design and feature ten-way adjustment (a mix of electric and manual) -- height, fore and aft, and backrest angle, plus lumbar and the height of and distance to the headrests. Audi says the seats have been completely redesigned and feature “ergonomic seat surfaces”. The carmaker goes on to explain that these feature foams of “varying degrees of softness and firmness depending on the zone”. They are, in reality, as advertised -- supportive and yet sumptuous at the same time.

The instrument panel, centre stack and centre console are about as good as it gets in our book in terms of style, design and efficiency. Materials are beautiful – especially the alloy highlights and the satin and matte finish timbers Audi offers.

Unlike some other brands, there’s plenty of incidental storage space and the overall result is very, very classy. The MMI human machine interface is very good and Audi’s Bluetooth interface efficacy is top notch.

One surprise, however, is rear headroom – a significant sin in this class of car. Though we expected the A7 to be a touch short in this department (given its Sportback and ‘four-door coupe’ tags), the A6 too is very tight -- especially with the standard sunroof in place. If you regularly cart tall colleagues or kids, best you check this out before signing on the dotted line.

There’s room to burn in the boot – 530 litres is the quoted figure. Multiple bags of golf paraphernalia will fit, for sure, and if all else fails you can almost double the volume with load-through via the splitfold rear seat.

In total Audi claims a 15 per cent (30kg) reduction in mass for the body-in-white. This contributes to a substantial overall weight saving. Audi claims the new generation C7 A6 is around 65kg lighter (depending on model) than the previous C6.

Like its twin-under-the-skin A7 uber-hatch, the new A6 features Audi’s latest quattro system which features a new mechanical ‘crown-wheel’ centre differential. This system is lighter, simpler and provides a static 40:60 (fr:rr) torque spilt. The clever part of the design, however, is that it can furnish up to 85 per cent of drive to the rear, or, indeed, up to 70 per cent of drive to the front wheels instantly without the need of servos, computers or elaborate automated systems. Driving dynamics ape a rear-drive vehicle for the most part, with that added security of all-wheel drive when needed. Well, that’s the theory…

An optional Sport Differential pioneered in the supercharged V6 S4 “actively distributes torque to the rear wheels.” The cars’ antilock brake and stability control systems also deliver a form of torque vectoring by individually braking wheels to help tame under and/or oversteer.

The A6’s new electromechanical steering is claimed to provide high levels of efficiency, while complementing the “sporty” A6 chassis. The rack is now located lower in the front end yielding, says Audi’s boffins, better location and more accurate steering – a la the latest generation A4. A variable ratio rack will be an option. Alas to our mind, overall steering feel is still one of the weak points of the car – especially when compared to BMW’s 5 Series.

Audi’s drive select system is standard on all models as noted above, and now includes an ‘Efficiency’ mode. This helps drivers maximize the fuel mileage of their A6 thanks to softer throttle settings and gearbox tweaks.

Audi claims impressive gains in engine efficiency in this generation -- standard features including start-stop technology and energy recovery contribute to fuel savings of as much as 21 per cent compared to the previous A6. With drag reduced by up to 15 per cent, thanks in part to the more slippery new body and particular attention to many factors (including underbody shielding), Audi says real world fuel savings across the range are significant.

The 2.8 FSI is rated at 8.0L/100km in combined testing, just 0.2L/100km more frugal than its supercharged petrol stablemate. No surprises that the 3.0 TDI V6 is the economy king – Audi claims an impressive combined average fuel consumption of 6.0L/100km. Even in our profligate hands (and feet) it easily bettered 8.5L/100km.

At the other end of the green ‘spectrum’, when provoked the FSI, TFSI and TDI V6 accelerate 0-100km/h in 8.1, 5.5 and 6.1sec respectively. The TDI especially feels quick as there’s a touch of hesitation as it first builds boost before storming away. The supercharged engine is seamless in its delivery.

I have no doubt that Audi is as committed to safety as the rest of the luxo-brigade and certainly the A6 wants for little in terms of standard equipment. Eight airbags, top-notch crash protection, antilock brakes and stability control are all part of the standard equipment list. And the plain fact that it is the newest body structure in the class should also offer safety benefits.

Many of the cutting edge driver aids which debuted on the A8 and A7 feature on the A6, but you will pay more for them. For instance, Audi Pre-sense Basic (autonomous braking) will add $535 with Side Assist (lane departure) and Pre-sense rear $1600 when offered as a package. Head-up display and Night vision (with pedestrian identification) are $2950 and $4270 respectively. Adaptive Cruise Control with stop and go is $3650.

This level of equipment (and to a degree option pricing) is consistent with Audi’s direct German competitors. Volvo for one, however, is starting to integrate a number of these features into its upper grade cars as standard features. Expect to see this happen more…

If the fun session on SPHG’s snow flats proved anything, it is the fact that the modern all-wheel drive system does gift cars an amazing depth of ability. One would hope that this translates on the road not to the ability to get out of trouble but to stay out of it in the first place. Based on its ability on snow the A6 should deliver drivers a dynamic advantage over two-wheel drivers on slippery and even dirt roads.

The teutons don’t have the field to themselves anymore either, as both Volvo and Jaguar have much improved offers in this segment – the UK-built car especially is gaining traction thanks to a wider range of (excellent) diesel engines and positive local news regarding reliability, if not resale.

Just around the corner too is a new GS generation from Lexus. Don’t expect that car to be as far off the pace as the current generation.

Essentially we were presented with a condensed version of the ice-driving experience the company offers its NZ owners (and a growing number of Aussies). Lots of fun, but alas, short of showing just how accomplished Audi’s latest quattro system is when the white stuff is crisp and soft and even, not of all that much relevance to local road conditions.

Audi’s road loop was more typical of the use to which most Aussie owners will put their A6s – a mix of a fast open roads with just a hint of tight stuff thrown in. So what did we learn? Simply, the A6 is an accomplished, if somewhat remote carriage.

Both the 3.0 V6 TDI and supercharged V6 petrol TFSI have plenty of go with the in-gear performance of the turbodiesel this author’s pick. The supercharged petrol engine is faster against the clock but in the real world there’s more appeal to the diesel’s strong roll-on acceleration.

Refinement of both engines is befitting the segment and a luxury brand. In terms of noise and vibration, there’s more difference to decibel levels between the various OEM tyre and wheel combinations then any real pluses or minuses between the powertrains. (For the record we didn’t drive the naturally aspirated 2.8 FSI version on the road.)

The S tronic twin-clutch gearbox functions for all intents and purposes like an automatic box when left to its own devices. We sampled very little stop start traffic as part of the launch – this is most likely where the box may miss the mark. That said, after time in the mechanically identical A7 in Melbourne traffic we can report no glitches save for the odd way the brake hold function and auto stop-start system interact.

Though not an issue on the TDI, we missed the shift paddles on the TFSI in the tighter stuff. They should be standard when you’re paying upwards of $100K for a car (Ed: since the launch Audi has advised the test cars were NZ spec and therefore sans paddles. All Aussie spec V6 A6s get addles and multi-function steering wheel as standard equipment) .

The Audi’s cabin is a clear pick of the bunch when comparing the A6 against the E-Class or 5 Series. Alas in terms of driving pleasure the BMW and even the Benz both offer more involvement – especially the BMW.

There’s no doubting the luxury feel of the A6, but there’s still odd weighting to the steering and almost zero feel – even when you attempt to tune it via the Drive Select system. This translated to a slightly remote feeling – and not just through the wheel. Though the A6 was mostly quiet (one car on 18-inch Bridgestones was an exception on NZ’s coarse chip) and very settled on the fast roads around Wanaka it never quite delivered the tactile pleasure we were expecting.

This slightly anodyne but capable character may well suit a percentage of luxury car buyers, but it isn’t what we signed on for – especially given the rave reviews our man in Europe, Michael Taylor, delivered after testing an air-suspended A6 on the tight and tricky roads of Sicily.

Read the latest news and reviews on your mobile, iPhone or PDA at carsales' mobile site...