Audi Allroad 2000 Review

What we liked
>> V8 variant's engine note
>> Impeccable road manners
>> Low-slung body improves handling

Not so much
>> Tiptronic rockers easily knocked
>> Wagon offroader a dying breed
>> Unsuited to real offroading

OVERVIEW
The moniker allroad (no capital A), sums up the mission statement for the crossover wagon -- not aimed at the Cape York or Outback Challenge set, this is nonetheless a vehicle equally at home on the autobahn to Assen or on the dirt road to Arkaroola.

It's a luxury entry into a market that was defined by Subaru with its super successful Outback, three generations of Liberty ago. Since then this arena's become a playing field for Volvo (via its Cross Countrys and XC70) and most recently, Holden with its Adventra. In this company the Audi is unique -- not just because of its premium Germanic badge and cachet -- but by virtue of offering three engine variants including a high-tech turbo-diesel.

It's the latest muscular addition to the allroad family that sees CarPoint revisiting the surefooted Audi. Released last month, the new allroad V8 tops off the range. The 220kW bent eight joins two V6 models, the 184kW allroad V6 2.7T biturbo which launched the allroad Down Under back in May 2000, and the frugal 132kW 2.5 TDI oiler which arrived during 2002. The arrival of the five-speed tiptronic auto-equipped $108,900 V8 sees revised specification and pricing released for both V6 models -- the 2.7T is now priced at $89,900 and the TDI at $82,900.

FEATURES
Based on the A6 Avant (wagon) the allroad eschews the SUV style of the likes of BW's X5, Lexus RX330 and Mereceds Benz M-class. Suspension is heavily based on the donor wagon with the front featuring Audi's four-link independent set-up. The use of aluminium for a large number of wheel control elements reduces the unsprung mass. Out back, the allroad features a double-wishbone configuration.

All three versions of the allroad feature air suspension with electronically adjustable ride height.

It's a 'smart' system that allows the driver to select a chosen ride height, however, left to its own devices it optimises ground clearance related to speed.

Four levels are selectable -- the highest delivering 208mm of ground clearance is only available up to 35kmh. Once that speed is exceeded, the vehicle is lowered to raised level 1 (192mm ground clearance) and above 80kmh the normal level (167mm) is selected. At autobahn speeds (over 130kmh) the ground clearance is further lowered to 142mm.

In high-ride mode, Audi claims reasonable approach and departure angles for the allroad -- 19.5/23 degrees respectively. Utilising the claimed side tilt limit of 40 degrees should have passengers gripping those deliciously damped over door grab handles with serious intensity.

In terms of equipment the V8 compares very favourably to European opposition -- wagon or SUV. The standard equipment list includes 18-inch alloy wheels, remote locking and alarm, dual-zone auto climate control, cruise control, trip computer, electric front seats with lumbar adjustment, luggage space nets, etc, rear head restraints, roof rack and 'Symphony' sound system with in-dash CD changer. Add to the above standard heated and folding exterior mirrors, fog lights, adjustable Xenon headlights with cleaners and sports steering wheel with Tiptronic toggles and unlike its Benz and BMW equivalents there's not much need to attack the options list.

For the record our $122,495 (as tested) car also boasted metallic paint ($1895), Accoustic Parking System (front and rear, $1400), Sat Nav/TV ($8900) and upgraded Bose speakers ($1400).

It was also fitted with Audi's optional bespoke Pirelli 'allroad' rubber. With its funky tread pattern and matching 'allroad' script, the boutique rubber was a hit in the looks department -- hate to think what the replacement cost might be though!

COMFORT
Audi interiors are among the best on the market today in our book, and though the allroad harks from the last generation of Ingolstadt offerings, it's no exception. Dash and door plastics have the sort of surfacing you just want to touch. Indeed, generally there's a tactile quality to the finishes that is pleasing to the eye and other senses.

The V8 gets timber inlays on the dash and console, while the V6s get attractive alloy accents. Ancillaries take a little getting used to (column mounted stalks are all but obscured), but once familiar it's business as usual.

We love the hinged door 'bins' on the allroad as we did on the rest of the big Audis (It's a shame they're missing in action on the new A4). They an example of the thoroughness of the detailing this brand holds dear. So too are the load area tie downs, luggage blind, skibag and cargo net -- all standard and all stored out of the way ready for immediate use.

There's plenty of room for five in the allroad though buyers stepping up from local wagons might notice rear legroom is a little tighter than they are used to. My tribe gave the rear the thumbs up, though the dark grey leather upholstery and carpets showed the grime quickly in spite of the usual stern lecture about six-figure pricetags, etc.

Having stepped straight from the $220,000-plus Recaro-ed RS6, I though the allroad's front pews lacked shape and support. It took a day in another brand to put the allroad's seats back in perspective. They're fine -- plenty of adjustment range and easy to set just so.

FYI, leather is standard across the range, and even though the T and TDI have been somewhat down-specced to make room for the V8, overall equipment levels are still high.

SAFETY
The allroad's primary safety systems are typically germanic in their efficiency and number. In addition to substantial primary safety structure, the now usual host of airbags and driver aids are standard across the allroad range. These systems include front airbags for driver and front passenger, seat-mounted side-airbags for front and rear passengers, and Audi's SIDEGUARD front and rear curtain systems.

In terms of dynamic aids, Audi's standard Electronic Stabilisation Program (ESP) incorporates traction control (Anti-Slip Regulation - ASR), Electronic Differential Lock (EDL) and ABS brakes.

Clearly in adverse road conditions, quattro all-wheel-drive can contribute to the safety equation. Audi also makes the point that its air suspension system contributes to dynamic abilities by matching ride-height to conditions.

MECHANICAL
Found in other guises under the bonnets of Audi's A6 4.2 quattro and latest S4, the allroad's fuel-injected V-eight is a 4.2lt five-valve per cylinder DOHC powerplant.

The engine architecture has been revised for use in the allroad (and S4). Unconventionally, cam-drive as well as drive for the water pump, oil pump, power steering and air-conditioning compressor are all off the rear of the engine. The use of magnesium components helps to reduce engine weight by around five kilograms compared with other Audi V-eights engines.

The engine boasts peak output of 220kW at a relatively high 6200rpm. That said, Audi is at pains to point out it has optimised power delivery (via variable inlet cam timing and two-stage inlet manifold) to ensure there's plenty of midrange. Maximum torque of 380Nm is delivered from 2700-4600rpm.

A measure of the heft of the V6 allroads is that they all but match the V8 in terms of torque. With a peak of 370Nm served up from 1500-2500rpm, the performance of the 2.5 TDI is particularly notable. The first diesel engine variant offered by Audi Down Under, the TDI is a top seller in Europe. The petrol biturbo 2.7T churns out 350Nm from 1800-4500rpm.

All three allroads come standard with Audi's excellent tiptronic automatic gearbox. Offering conventional PRNDS and sequential modes, the five-speed transmissions feature Dynamic Shift Program (DSP) which adapts to the operator's chosen driving style. In the tiptronic gate, the transmission also allows sequential gear selection using the gear lever or toggles on the steering wheel (standard on both the 2.7T and V8 and an option on the 2.5 TDI). For the record we found the V8's toggles fiddly and too easily triggered in multi-turn low speed work such as parking -- the RS6's paddles work much better.

A manual gearbox option (featuring driver-engaged Low Range) is catalogued for the V6 models, however, Audi Australia advises this is available only by special order.

Of course, the allroad wouldn't be a quattro and would struggle with 'all roads' without permanent four-wheel drive. In true quattro fashion, the crossover wagon's configuration features a centre Torsen differential which ensures that propulsion is always ensured -- even if only one wheel is gripping.

COMPETITORS
Spanning the $80-110K zone, offering brand cachet and not inconsiderable performance (particularly in V8 and 2.7T versions), the allroads have a considerable number of vehicles in their sights.

Many allroad buyers will also be looking at VW's Touaregs ($67,600-138,500), Volvo XC90 ($69,950-82,950), BMW X5 ($81,400-111,800) , Benz MLs ($73,900-104,500) and the likes of Honda's MDX ($69,990) and the Lexus RX330 ($71,390-79,990) and in some cases conventional wagons from the major Euro brands and Audi itself will be in the mix.

In terms of non-SUV-style all-wheel-drive crossover wagons, however, the marks are a little more focused. In terms of specification, if not performance Volvo's XC70 ($68,950), Holden's Adventra LX8 ($60,990) and its hi-po HSV Avalanche ($73,990) variant are the closest matches.

Given the choice and the dollars this tester would opt for the Audi 2.7T or V8 over the local product. That said, Subaru's Outback 3.0R Luxury ($53,440) looks like conspiciously good value in this company.

ON THE ROAD
CarPoint has tested three Allroad variants, each over seven days and a combined distance of more than 1300km. See below for the results.

BOTTOMLINE: A diesel you really could own and drive everyday.

Diesel engines in Australia have largely been the preserve of the serious off-roader or long haul transport but with the old "oil burner" taking the lion's share of the market in Europe, you can expect to see more and more on local roads.

In passenger cars, Mercedes-Benz and Peugeot have been selling diesels for some years Audi has joined the fray with the allroad TDi. While not exactly a passenger car, given its quattro drivetrain, beefed up adjustable suspension and off-road style visuals, the allroad is nevertheless Audi's first diesel, with more expected for the local market.

The driving force behind diesel domination in Europe may be stellar petrol prices and local emissions and tax regulations, but with the advanced technology and degree of refinement in today's engines, there are still plenty of benefits for Australian buyers.

Low fuel consumption is the most obvious when it comes to the financial impact, but diesels also offer substantial appeal in the driving stakes with plenty of low to mid-range torque for easy urban cruising. Just how much diesel engines have improved over the past five years becomes immediately obvious the moment you turn the key of the allroad.

Where the traditional diesel kicks off with a distinctive tick, the noise emanating from beneath the Audi's bonnet is barely perceptible from within the cabin and the only indication that you are in a diesel car is the low idle point on the rev counter.

Official output figures for the allroad's 2.5-litre V6 direct injection turbocharged diesel are listed at 132kW peaking at 4000rpm with torque reaching its maximum of 370Nm between 1500 and 2500rpm.

Despite the robust torque peak low in the rev band, the allroad's engine does seem a little slow to rev up revealing a slight lag as you plant the right foot. But once the revs hit about 2000rpm, there is a strong surge of power through to about 4000rpm, ensuring easy overtaking and effortless cruising.

The smooth five-speed automatic transmission also offers a tiptronic style manual sequential shift option - complete with steering wheel mounted shift buttons. But given the flexibility of the engine and the responsive nature of the transmission - and the fact that like most of these systems, it is a little slow to respond - it is probably only likely to be used when you venture off-road to lock in a particular gear for tougher terrain or steep descents.

As a beefed up version of the A6 Avant, the allroad does more than appeal to off-roading types with flared wheel arches, more aggressive tyres and bigger bumpers. The suspension is also height adjustable with four electronically controlled settings raising the ride height from 142mm to 208mm. However, being based on a road going station wagon means it does fall short of its competitors in approach and departure angles, so soft-roading is probably still more its favoured activity.

The suspension is also a bit softer than the donor car, meaning slightly more body roll and bit of float over undulating roads, but it still retains a reasonably well controlled demeanour under most circumstances and does offer plenty of ride comfort. Traction is, as expected, superb with the quattro assisted by ESP traction control and front electronic limited slip diff.

Inside, the allroad offers plenty of luxury goodies including six airbags, leather, dual climate control, power everything and CD sound. The rear load space, with a split rear seat and luggage cover provides a cargo capacity of up to 1590 litres and can also take an optional rear facing kid's bench seat.

Audi may have managed to get the allroad TDi on the market for $88,500 at launch, nearly $10,000 cheaper than its petrol counterpart, but price is probably the car's biggest disappointment as you still have to dig far deeper than for its German diesel rivals, being BMW's X5 and Mercedes ML270.

As a showcase for Audi's diesel technology, however, the car is a winner and the sooner Australian buyers realise the environmental and operational benefits of the latest generation diesel engines coming out of Europe, the better. Keep 'em coming.

BOTTOMLINE: A muscular, well-executed vehicle that delivers good performance in a refined and polished manner.

Stepping straight from the bullet-fast 331kW RS6 into the allroad didn't do the high-riding estate any favours. Indeed, as noted above (re: seats) it took a day or so in a more pedestrian car to put the allroad V8 back into true perspective.

Performance overload assuaged, the allroad turns out to be a muscular, well-executed vehicle that delivers good performance in a refined and polished manner. And while it's a wagon, there's little hint of the extra volume in terms of a drop in creature comforts or polish. Like Volvo, Audi's wagons have long delivered saloon levels of noise and comfort -- and even with its more ambitious underpinnings, the allroad V8 is no exception.

Make no mistake, this is not an off-roader. Rather, via its taller ride height and aggressive rubber, the allroad delivers a step-up on the abilities of conventional quattro vehicles. It's perfect for tackling the trip to the snow fields after that late-season spring dump or that out-of- the-way cellar door. Experience would suggest, however, that beaches and gnarly mountain tracks should best be left to lighter and cheaper off-roaders respectively.

If there's one significant criticism of the allroad, it's that (ironically, like the RS6) its showing its age. The allroad is built on a generation-old A6 platform that is starting to look and feel old alongside the likes of the new A4 and A8. Don't get us wrong -- we still believe the cabin is one of the nicest in the business to spend time in. The detailing, however, and switchgear layout (for example) are, looking dated.

That said, my tribe could only be prised-out of the thing with a concerted effort. It's plentiful room, good sight lines and an excellent level of comfort and equipment -- our allroad also boasted metallic paint ($1895), Acoustic Parking System (front and rear, $1400), satnav/TV ($8900) and upgraded Bose speakers ($1400) -- were all commented upon. So too was the final +ORC price -- over $120,000. Gulp!

Behind the wheel, I liked the urge of the V8 (the allroad's surprisingly rapid off the mark and great on the open road), and its soundtrack. The handling is wieldy enough to keep you entertained and after the go kart ride of the RS6, the air-suspended allroad was like a magic carpet around town and on jiggly secondary roads.

And unlike its Aussie equivalents, there is little price to pay at the fuel pump for the convenience of crossover abilities. The allroad returned approx 14.6km/lt during its stay at CarPoint -- significantly better figures than any of us have been able to manage with the high-riding Holden V8s.

BOTTOMLINE: As good as it can be, but not a match for BMW or Lexus SUVs.

Audi's claim that the Allroad quattro is a no compromise allrounder stands up on paper, but the facade falls away piece by piece the more time you spend behind the wheel. And that's a shame, because this is one car we were really looking forward to driving.

Don't take that to mean the Allroad is a total waste of time -- far from it. We reckon the Allroad is the best attempt at a true all-rounder so far -- and deserves careful consideration when you're shopping in its price range. Our disappointment stems more from the fact that the Allroad could have been a lot better with more attention to detail. And that's not something Audi gets accused of often.

Under the Allroad's no fuss, no frills bodywork rests a potent 2.7 litre V6 engine, force fed by no less than two turbochargers. It's quiet, it's certainly powerful, and it's more than capable of hustling the 1795kg Allroad from a standing start to 100km/h in 7.4 seconds on its way to a top speed in excess of 230km/h.

It's a docile beast, and easy to drive with the traffic. Responsive from as little as 1000rpm, there's torque a-plenty in any of the six gears, making repeated attacks on the gearlever an unecessary complication.

In fact it's the gearbox itself which takes the shine off the drivetrain. Ratio-wise it's fine, helped no doubt by the strong engine. It scores poorly because the action itself is not smooth and more than a little clunky. Trying to be anything other than methodical and slow on a second to third change is punctuated by a mechanical grinding from below.

In fairness the vehicle we drove had done more than a few thousand kilometres in the hands of Australia's motoring press, and may have had a harder life than an owner is likely to give it. Even so, these things are built to last, yes?

The trick air suspension system on the Allroad is impressive in its versatility and an innovative way to get around the inherent contradictions of creating a capable onroader and offroader.

It has four distinct ride heaight settings, ranging from 142mm to 208mm. The lowest setting is designed for two applications. It lowers the ride height for long distance cruising which reduces wind resistance and improves fuel efficiency. It also lowers the center of gravity and reduces body roll in corners when you've got the gloves on.

The second and third settings are designed for around town work and easy offroading, allowing a good compromise between sportiness and comfort, while the maximum setting is for more serious offroad driving.

Okay, so it's not the first vehicle we've driven with adjustable air suspension, the Range Rover offroader has had it for a number of years, among others. And we reckon the Audi version will also benefit from further development, because as good as it is, there's a few holes in the armour.

The Allroad has a tendency to wander when potholes and road irregularities stray beneath its front wheels. A safe, surefooted ride is essential in a four wheel drive with offtrack aspirations, and as capable as the Allroad is on smooth bitumen, it's let down when the tarmac turns nasty.

Anyone who whinges about the Allroad's interior would also find plenty to whinge about on the QEII. We thoroughly enjoyed our time behind the wheel, ensconced in quality, comfortable leather seats and surrounded by enough mod cons to keep all other sub $100,000 cars on their toes.

Cruise control, dual climate control air-conditiong, multistack CD player, trip computer, electric seats -- if there's something missing from the Allroad's specifications we couldn't figure out what.

Active and passive safety score the same meticulous attention to detail, with occupant safety cells, crumple zones, antilock brakes, traction control, stability control, and more airbags than an episode of Oprah.

Audi packages the Allroad with both the 6-speed manual (tested) and a five speed tiptronic automatic. Only the former gets the low range transmission, though for our money that's not reason enough to buy it. If six speeds is desireable to you, then that's your justification, because we reckon the automatic would easily meet the needs of most Allroad owners.