Bravely, Audi’s new A6 is smaller and lighter than its predecessor. Granted, the reductions are marginal. Thanks to greater use of aluminium body panels and chassis components, the base models are up to 80kg lighter than before, but on the higher-end versions, the weight saving is all but negated by higher levels of standard equipment, upsized wheels and bigger tyres. Still, given how much gear they’re carting around, it’s something of an achievement the new cars didn’t end up heavier than before.
As for the reduced dimensions, the new Audi A6 is 12mm shorter and 4mm lower, but 19mm wider. Significantly, the wheelbase has been stretched by 69mm, meaning despite the more compact exterior dimensions, the new Audi A6 is actually bigger inside. As the old car already had ample stretching room, interior space is definitely one of the new model’s strong suits.
Audi A6 cockpit scores on equipment and refinement, and is more driver-oriented than ever.
The styling could have been spiced up a bit more, though. The new car retains its predecessor’s sloping, six-light glasshouse and full-length swage line running from the edge of the headlamps to the tail-lamps, so it’s recognisably still an A6. A side-on glance would not mark it as the new model, however. In fact, the end result looks very much like a cross between the previous A6 and the latest A8, which means it’s handsome and elegant, but rather nondescript. Aggressive LED headlight graphics help its cause somewhat, but as a whole, it really only gains some visual presence when fitted with the S-line bodykit and 20-inch wheels.
On the other hand, cabin architecture is much improved. Audi interiors have, for some time, been among the very best in terms of ergonomics, materials and build quality, and the new A6 keeps the standard. What has been added is a sportier touch, with a sleeker, lower fascia that angles slightly towards the driver, and a brighter, airier feel to the whole interior, enhanced at night by the selective use of discreet ambient lighting. The slight increase in space helps, of course.
Staying connected on the move is very easy in the new “online” Audi A6.
Final specs haven’t been decided yet for Singapore-bound cars (local sales are scheduled to start around August), but a vast range of standard and optional equipment is available, much of it safety- and convenience-related. Among these are all-LED headlamps, self-parking, lane departure warning, adaptive cruise control, blindspot warning indicators and pedestrian detection at night by way of a thermal imaging camera. Carphone-equipped variants can also be specified with sat-nav linked to Google Earth and Google Maps, and wi-fi access for up to eight on-board devices.
The new A6 is big on efficiency. There’s automatic stop-start as standard, and the newly developed electric (instead of hydraulic) power steering uses no power at all when the car is tracking straight, shaving another few tenths off the consumption figures. The air-con system is less energy-sapping too, alone accounting for a further fuel saving of 0.2 litre per 100km. All this, coupled with the reduced weight, reduced-friction measures in the engine and an energy recuperation system (which charges the batteries when coasting and braking), means the A6 now consumes up to 21 percent less petrol than before.
There’s also a hybrid version in the works, with a 211bhp 2.0 TFSI petrol engine supplemented by a 33kW electric motor. It hits 100km/h in 7.3 seconds, yet sips fuel at the rate of just 16.1km/litre.
Cabin refinement has been upped a notch, and is now pretty exceptional. It’s been achieved by several measures: a reduction in the number of bulkhead openings, the use of spray-on sound insulation materials instead of bitumen mats (which also results in a 2kg weight saving), a windscreen with integrated sound-insulating laminate, and improved engine and drivetrain mountings. Whether you’re pottering around town or motoring along at a quick cruise, the car is utterly hushed. Even under keen acceleration, the engine note hardens but never becomes bothersome.
Tweeter “towers” are part of the spectacular (optional) Bang & Olufsen stereo system.
We tested the 3.0 TFSI model, powered by a supercharged 3-litre V6 delivering its 300bhp to all four wheels. This engine already does service in the outgoing A6 as well as the S4 and S5 Cabrio (although in the latter two, it’s tweaked for an impressive 333bhp), and we already know it’s a gem of an engine – musical, torquey and perfectly progressive in power delivery.
It punts the big A6 to 100km/h in a rapid 5.5 seconds (the old model takes 0.4 second longer) and is truly majestic at low and medium velocities, pulling like a train when you ease open the throttle. Acceleration does feel a bit less intense when you’re well into three-figure speeds on the autostrada, but then again if it didn’t, there would be no need for the hotter S6 and RS6 models that are no doubt in the pipeline.
Audi A6’s longer wheelbase and better packaging translate into superior interior space, which is also very refined on the road.
Air springs are optionally available in place of the standard steel items, and it was this setup our test car sported. You can choose stiffness levels via the vehicle’s standard Audi Drive Select function (sadly, now operated via the MMI menu rather than the much easier to access dedicated switch on the centre console). Whatever the chosen mode, bump absorption is excellent, even on the 20-inch rims of our test car. In Comfort, the ride is extra-supple but body control is a bit too relaxed for a truly committed B-road attack. You’ll need the firmer Dynamic mode for that, which ably suppresses body roll, dive and pitch but still delivers a very controlled ride.
In Dynamic, the steering gains more heft and gearchange parameters are altered, with the standard 7-speed S tronic dual-clutch gearbox holding onto gears for longer and becoming keener to kick down. You can, of course, take total charge of gearchange decisions via the steering-mounted shifters as well.
Audi Drive Select also features the usual default Auto mode (a good compromise in most situations), an Individual mode (where you can tailor each parameter to your liking) and a newly introduced Efficiency mode. In this latter mode, engine and gearbox responses are backed off to minimise consumption, and even the air-con switches to “eco” mode, with energy conservation instead of maximum cooling as its priority.
Given the odd feel and inconsistent weighting of some recent Audi steering setups, it’s a pleasant surprise to find the A6’s to be perfectly linear and weighted. There’s decent (but not abundant) feel, and also a far greater sense of connectivity with the front wheels than before, helped in no small part by a much keener turn-in when entering bends.
Shining through are its high technology and even higher efficiency.
There’s great security through the rest of the corner, the vehicle remaining planted and gripping stoutly. The all-wheel drive allows the car to put its power down effortlessly, even mid-bend. The quattro system has been tweaked for a less front-led feel – in normal circumstances, torque is split 40:60 front to rear, although on the move, the centre diff is constantly juggling the balance to parcel more of it forwards or rearwards as needed. Indeed, the new car exhibits a more neutral, sporting balance through fast corners.
A highly recommended option is the Sport rear differential (which sends more torque to the outside rear wheel when cornering), for an even greater rear-biased handling feel. Thus equipped, the A6 does a great job of mimicking a rear-drive car, to the extent of easing its tail out under power. It adds an entertaining dimension to the car’s behaviour, making it sharper and more playful.
Specify the sporty option for the suspension and rear differential to transform the Audi A6’s handling.
Hardcore enthusiasts will want to pair all this with another option: the firmer, 20mm lower steel-sprung Sport suspension. This makes the ride noticeably more jiggly over poor surfaces than in the air-sprung car, and things like motorway expansion joints are more keenly felt. Still, it’s hardly uncomfortable. The trade-off is worth it for the added steering sharpness and tighter body control at the limit. The optional diff and suspension truly endow the A6 3.0 with sports saloon dynamics.
In fact, so good is this car that we can’t wait for the S6 and RS6 variants, which will have to be really special to top this effort. Bring ’em on.
Audi A6 3.0 (A)
ENGINE 2995cc, 24-valves, V6, supercharged
MAX POWER 300bhp at 5250-6500rpm
MAX TORQUE 440Nm at 2900-4500rpm
GEARBOX 7-speed dual-clutch with manual select
0-100KM/H 5.5 seconds
TOP SPEED 250km/h (governed)
CONSUMPTION 12.2km/L
PRICE INCL. COE To be advised (as of March 2011)
Check out the latest Audi A6
