The Audi A6 is a comfortable, stylish luxury sedan that delivers dynamic excellence. The A6 is packed with technology that enhances convenience and safety. Attention to detail inside and out is impressive; Audi is often a benchmark for automotive interior quality.
The A6 cabin is airy and comfortable, with firm, supportive seats and plenty of room for four. Its styling is a crisp, clean and modern interpretation of the aerodynamic sedan Audi debuted more than 30 years ago.
Underway, the A6 boasts precise steering, fluid engines and transmissions, stout brakes and a firm but comfortable ride. In high-speed corners the quattro models feel like they're on rails, a benefit of Audi's superb all-wheel-drive system. Braking and handling are excellent, whether on dry pavement or hurtling through a torrent of rain.
The A6 is available as a sedan or a wagon and both are among the sleekest designs in the class. The wagon is called the Avant, and it's a sporty vehicle, powered exclusively by Audi's newest 3-liter supercharged V6 engine.
The sedan offers two V6s, a V8 and a V10. All A6s except the entry model come with quattro all-wheel drive.
The standard 3.2-liter V6 is all-new for 2010, with more horsepower (265 hp, an increase of 10 over 2009) and better fuel economy than before. Backed by a continuously variable automatic transmission, the new 3.2-liter V6 delivers sufficient performance for any purpose. The supercharged 3-liter brings 300 hp and nearly as much torque as the V8, for similar performance on less fuel. The V10-powered S6 is for serious drivers who don't mind trading comfort for high performance.
Also new for 2010 are revised Sport packages and a third generation of MMI, Audi's Multi-Media Interface. These changes follow 2009's updates to bumpers and lighting and refinements to the suspension and all-wheel driveline.
The A6 competes primarily against the BMW 5 Series and Mercedes-Benz E-Class. Other contenders include the Acura RL, Cadillac CTS, Jaguar XF, and Lexus GS.
The Audi A6 is a study in excellent design. Flowing lines give the A6 sedan the sleekness of a coupe without the quashed windows and head-enveloping window line. There's simplicity to the upswept door trim and shoulder crease blending into a subtle rear spoiler that suggests elegance and strength. Jewelry and adornment are kept to a minimum; as with an attractive person no additional cosmetics are needed.
A trapezoidal grille and substantial interlocked rings highlight the front end, so that the grille pattern continues top to bottom, eliminating the flat license-plate section that spilt the opening on pre-2009 models (although in states that require a front plate, there really isn't any other place for it go). Rectangular fog lamps enhance the front styling, and a strip of LED running lamps underlines the headlight housing. At the rear of the A6 are sleek, oblong LED taillights.
The A6 Avant is an especially sleek-looking wagon, distinguished by dark center pillars, very mildly tapering side windows and sloping roofline with discrete spoiler incorporating the center brake light. The hatch glass angle is more crossover-like, as opposed to a Volvo wagon's upright box rear end; the defroster will quickly shed snow.
Body panels fit closely together on the A6, around the doors, hood and trunk lid, along lamps and door handles. It's the look of quality, of close tolerances, as is the reassuring thud when you close anything. You won't even find a rubber strip at the top of windshield, nor strips on the sides of the roof. Door jambs and the trunk and hatch openings are all well-finished, and there are myriad seals to keep dirt and wind noise out. Audi is superior to Mercedes at these sorts of details.
A large color palette and multiple wheel styles and sizes (17-19 inches) help buyers personalize each A6. The 19-inch wheels on the Avant lend the appearance of Audi's 174-mph RS6 superwagon.
The S6 is distinguished from its less-powerful stalemates by special exterior and interior elements. Most noticeably, it retains the old-style split grille, albeit overlaid with a grid-like pattern. A different front bumper feeds more cooling air and moves the LED daytime running lights to the top of two lower cooling ducts. The front foglamps are incorporated into the headlight housings with tinted covers, the lower door trim is more pronounced, and the integrated trunk spoiler is a bit larger. The aluminum trim surrounds rearview mirror housings. The S6 also has black brake calipers, dual tailpipes each side, special 19-inch wheels with fat tires, and the requisite S6 and V10 badges. Paint choices are limited to a more discrete palette, a good move as the exhaust note attracts enough attention.
The Audi A6 cabin is spacious, very well finished, and bathed in daylight. While no one builds the perfect interior, Audi is frequently recognized for its interiors.
Valcona leather upholstery is standard across the A6 line, including a very attractive combination of amaretto and black. The amaretto on the seat centers is surrounded by black, and on the door panels makes a nice counterpoint to the also-standard wood trim. By making the dashboard black to avoid reflections and the carpet black to minimize showing dirt, they've made an elegant cabin that's four-season functional as well.
Metallic trim on the dash, air vents, door pulls and many controls is a matte aluminum finish that produces no glare; chrome is used very sparingly. Everything is illuminated, even the door armrests with light pipes hidden under the wood trim. Each door, the area above the glovebox, and the center console are finished in wood, our only concern that the side edges on the console may be more vulnerable to scuffs than leather or vinyl.
The front seats are comfortable, supportive and offer good power adjustment range; fatigue should never be an issue even with the A6's 500-mile cruising range. Wind, road and engine noise are quelled so conversation is easy, even when driving quickly.
The rear seats are comfortable, too. Head and leg room are expansive enough to tote around two clients in comfort even if you and they are all six feet or taller. Getting in and out of the back seats is relatively easy thanks to a back door much taller than most sleek sedans, space between the seat and door post that shames most full-size SUVs, and a foot space big enough to slide under the front seat. There are three adjustable headrests, reading lights that can't be seen in the driver's mirror, front seatback storage, and a split rear seatback that folds down with the narrow section behind the driver.
Up front, everything is oriented around the driver. The driver benefits from a nice four-spoke steering wheel or a nicer, sportier three-spoke wheel; both have thumbwheels and buttons for redundant control, and a clear view of analog instruments, but only the four-spoke wheel can be heated. The center dash, including the navigation screen, is slightly angled toward the driver. Climate controls are located at the bottom, sophisticated but straightforward and easy to operate. At the top of the stack, above the vents, is a crisp seven-inch screen that displays navigation and other functions. The standard trip computer and Driver Information Center features a digital speed indicator.
Audi's Multi Media Interface, or MMI, features a large knob and 15 buttons set horizontally on the center console to control most interior and many exterior functions. This eliminates a lot of switches, making for an uncluttered dash. Logical grouping eases the acclimation process, yet a few days and familiarization with the owner's manual will you allow you to master MMI quickly and appreciate what you can do with it. As with many new cars you can't just press-and-hold to program a radio preset but it does have a regular round volume knob. The main controller and buttons fall easily to hand right behind the shifter but are not accidentally bumped as on some such system. To ease access by the driver, the glovebox door button is located on the center of dash next to an Off switch for the screen.
High technology can also be found in what have been traditionally mundane controls. The parking brake is electronic; pull the switch up to set it, press to release it. The hood release operates only when the door is open, good to know. The wipers are speed sensitive. A Bluetooth-enabled interface integrates compatible equipment. The rear camera is predictive, showing where the car will go as the steering wheel is turned. And the trunk and fuel door release buttons are in the door pocket and since you have to lift, not push them, there are no mistakes dropping your phone or sunglasses case in the pocket.
The A6 does not offer many places to put stuff, an inconvenience. The glovebox is small, especially with the available CD changer and the center armrest storage isn't capacious, but door pockets help. The cup holders are positioned well and contain beverages in spirited driving.
The trunk is deep enough for a 24-inch roller suitcase. Luggage capacity is nearly 16 cubic feet, more than a BMW 5 series or Acura RL and comparable to the Mercedes E-Class, and it is shaped like most suitcases, with 90-degree angles. Details include plenty of tie-down points, bag hangar hooks, a strap to hold the floor up for access, and a rarity these days, a full-size matching spare alloy wheel and tire.
The Avant sport wagon offers essentially the same floor layout as the sedan but with the added space afforded by the extra height. An overlooked side benefit of the wagon is that the rear window doesn't fog up as quickly. The luggage compartment offers a variety of configurations and features two securing rails recessed into the floor and four D-rings adjustable over the rail length. The cargo area cover also has a roll-up net to keep cargo or the dog separate from the passengers, and light is sufficient for night loading. Various nets, hooks, straps and posts handle cargo retention duty. The load floor can be folded up and locked in several ways, which provides access to a lower load area lined by a plastic tray, an ideal cubby for stowing wet or muddy gear, and again, a full-sized matching spare.
The rear hatch opening of the Avant is roughly 42 inches wide by 29 high, and with the rear seats folded the cargo bay is more than six feet long. Powered hatches may be programmed to stop at any height, such as in low-ceiling residential garages, and a groove to grab the bottom of the hatch runs the entire width of it, rather than just one or two hand pockets.
The S6 cockpit features integral-headrest, heavily bolstered sport seats upholstered in Nappa leather. However, the standard seats in Milano leather are available for folks who might find the sport seats too confining. The three-spoke, power-adjustable sport steering wheel is trimmed in smooth leather and has a color-contrasting double-stitch. The S6 features unique instrument graphics and badging. Aluminum shift paddles and console shifter knob provide a high-tech contrast to the standard gray birch trim or optional carbon fiber inserts. The S6 offers the same cabin and trunk space as an A6 sedan.
The Audi A6 is every bit as capable as the lithe, athletic look implies. A solid structure, good suspension tuning, and free-revving engines deliver excellent performance, and all but front-drive 3.2-liter model benefit from the most recent iteration of Audi's quattro all-wheel-drive system.
The A6 ride is firm but elastic, with large dips and sharp speed bumps managed well. It's among the best in class in comfort and near the top of its class in handling, notably bettered only by a rear-drive BMW. Regardless of which model you choose and its ultimate level of grip, predictable handling characteristics provide confidence.
Ride quality varies with tire choice, with the optional 19-inch wheels less forgiving over sharp bumps, lane divider dots and so on. We prefer the 18-inch wheels and tires and do not advocate the 19s for year-round driving in the Rust Belt.
The Servotronic steering allows precise control and the A6 goes exactly where the driver wants it. Grip is excellent. Drive the car to its limit and you'll encounter a small amount of understeer. The Avant exhibits the same characteristics though enthusiast drivers often feel the extra rear weight better balances the car. The highly rigid chassis gives the car the feeling of being carved from one block of material. This rigidity allowed Audi engineers to precisely tune the suspension. The A6 uses Audi's proven four-link front suspension and the self-tracking trapezoidal-link rear suspension adapted from the A8.
The new-for-2010 3.2-liter V6 (replacing the previous 3.2-liter) is all-aluminum in construction and fueled by direct injection. Aided by Audi's Valvelift system (continuously variable valve timing, with two-stage intake valve lift) it develops 265 horsepower, 10 more than its predecessor, while squeezing one more highway mile out of every gallon of Premium. Peak torque remains the same, 243 pound-feet at 3250 rpm, so the A6 3.2 retains its edge over BMW's lighter 528i, which rates just 200 pound-feet, albeit at a lower 2750 rpm. Audi says the 2010 A6 3.2 can accelerate from 0-60 mph in 6.9 seconds, same as the 2009 model. The CVT may initially feel or sound odd to those unfamiliar with one, but it's ideal for the best blend of performance and fuel economy.
The 3.0T 3.0-liter supercharged V6 gives up just 2 mpg EPA highway to the 3.2, but adds 35 horsepower and 67 pound-feet of torque and delivers the torque over a broad range, 2500-5100 rpm. This would be too much for front-wheel drive to cope with, hence all 3.0T models employ quattro all-wheel drive.
The quattro system, revised for 2009, has a more rear-bias nominal power split of 40 percent front/60 percent rear to make the all-wheel drive feel and respond more like a rear-wheel-drive car. Still, the A6 never feels nor responds exactly like a rear-drive car.
The added power translates to a one-second drop in 0-60 mph time, which Audi quotes at 5.9 seconds. The engine is as smooth and quiet as the 3.2, so you find yourself inching up the speedometer more easily. Perhaps just as important, the 300-horsepower, 310 pound-feet ratings put Audi on par with BMW's 300/300-rated twin-turbo 3-liter in the more-expensive 535xi sedan and wagon.
The silky 4.2-liter V8 produces 350 horsepower and 325 pound-feet of torque, and comes with larger brakes to go with it. The 4.2 is just 0.1 second quicker to 60 mph than the 3.0T because of extra weight in features and equipment and only slightly better torque than the 3.0T. Still the 4.2 gives up 2-3 mpg to the 3.0T.
All transmissions offer three shift modes. The standard mode is more than adequate for the majority of circumstances, and ideal for inclement weather. Sport mode is best for those more concerned with performance than economy or for limiting shifting over undulating and winding roads. Manual mode lets the driver choose gears, although it will still upshift or downshift automatically if you reach the engine's limits; that strategy may not satisfy purists, but it's handy when you forget you've left it in Manual mode. All the gearboxes shift smoothly and rev-match downshifts under certain circumstances.
The S6 features a 435-hp version of the 5.2-liter V10 engine used in the S8. With nearly 400 pound-feet of torque across the middle rev range and quattro to put the power down, we've done 0-60 mph in an S6 in less than 5 seconds, in the rain. Fuel economy ratings drop to 14/19 mpg, however.
The S6 gets massive brakes, nearly 1.5 inches larger in diameter than the already arresting 4.2 V8, sticky 265/35ZR19 tires, firmer suspension, aerodynamics to keep it grounded at 150 mph, the best lights, and seats to keep you in place while you use it all. And while the S6 is certainly firm, the kind of firm where you would rather be the driver than the passenger, it is docile enough to drive everyday, in traffic, if necessary.
The S6 competes with the BMW M5, Mercedes E63 AMG, and with the Lexus IS-F, Jaguar XFR, and Cadillac CTS-V. The ride and handling prowess of an M5 doesn't come cheap, with a base price $10,000 beyond the S6, while the CTS-V offers the best bang for the buck. Many of the other cars are faster and handle better, but none of them offer the space of the S6 nor the all-wheel drive that will put the power down in poor conditions.
The Audi A6 is a driver's sedan that never forgets it's a luxury four-door. It's a wonderful car for quick commuting, long-distance high-speed travel, and spirited driving. It's smooth, quiet, polished and has all the requisite amenities. It competes with the Mercedes-Benz E-Class and BMW 5 Series in terms of efficient performance and safe and secure motoring, particularly when weather enters the picture. And in this class it's a decent value proposition as well, typically undercutting its primary competitors on price but not content.
NewCarTestDrive.com correspondent G.R. Whale filed this report after his test drive of the complete A6 line (3.2, 3.0T, Avant and S6 in Los Angeles, and 3.0 TDI and RS6 Avant in Germany), with Mitch McCullough reporting on the A6 from Milan, Greg Brown reporting on the A6 from Italy's Dolomites, and Kirk Bell in the S6 in Chicago.
Build and price your dream Audi A6 in just a few easy steps.
|Build & Price|
2014 Audi A6$49,994 | 8,637 mi
2014 Audi A6$54,994 | 6,250 mi
2014 Audi A6$56,994 | 7,550 mi
2013 Audi A6$41,988 | 12,012 mi
2013 Audi A6$48,991 | 8,028 mi
2013 Audi A6$53,653 | 10,304 mi
2012 Audi A6$36,980 | 58,105 mi
2012 Audi A6$40,691 | 32,462 mi
2012 Audi A6$41,991 | 26,626 mi
2012 Audi A6$42,353 | 23,361 mi
2012 Audi A6$42,353 | 33,196 mi
2012 Audi A6$42,988 | 32,541 mi
2012 Audi A6$42,988 | 19,725 mi
2012 Audi A6$49,994 | 17,459 mi
2011 Audi A6$27,988 | 49,463 mi
2011 Audi A6$35,991 | 32,639 mi
2011 Audi A6$35,991 | 34,452 mi
2011 Audi A6$36,691 | 45,754 mi
2011 Audi A6$38,988 | 41,272 mi
2010 Audi A6$29,988 | 40,056 mi
2009 Audi A6$20,900 | 85,700 mi
2009 Audi A6$24,991 | 66,345 mi
2007 Audi A6$17,995 | 93,515 mi
2006 Audi A6$16,955 | 65,049 mi
2005 Audi A6$12,500 | 99,104 mi
2001 Audi A6$4,995 | 195,491 mi
1999 Audi A6$4,988 | 186,719 mi
1999 Audi A6$4,995 | no mileage