27.04.2017

Audi A6 (Audi A6) - a business class car produced under brand Audi, the internal designation is "type C". Cars of this brand have always attracted connoisseurs of premium cars, but, due to the high cost, not everyone can afford to buy such a car new, which is why most connoisseurs German car industry considering hundreds of proposals for secondary market. And, if you ask the fans of this brand why this particular car, because it is already old, and most of the mileage is already under 100,000 km, most of them will answer you - “After all, this is Audi”, which means quality is guaranteed. Frankly, it's hard to disagree with these people, but not in the case of the Audi A6 (C6) with mileage. Today, I will try to explain under what circumstances this car is by no means worth buying, and what you should pay attention to in order to buy the car of your dreams and not be left without pants.

A bit of history:

Initially, this model initially bore the index 100, but in 1994, engineers from the design bureau from Ingolstadt decided to adopt new rules for naming the model range, and, during the restyling of the 4th generation, the “weave” was called A6. Audi A6 (C6) debuted on the market in 2004. Initially, the car was produced only in a sedan body, in 2005 the range was supplemented by a station wagon and a coupe created on its basis - the Audi A5. The car was designed by German chief designer Walter de Silva, who managed to preserve the family features of the Ingolstadt brand, while emphasizing the sportiness and innovative solutions of engineers. In 2005, at the international auto show in Detroit, the car was awarded the title of " Best car planets."

In 2008, a minor restyling was carried out, during which the following were changed: front and rear optics, radiator grille and front bumper. Also, the rear-view mirrors were enlarged. In the interior, the changes affected the front panel and multimedia system. After holding out on the assembly line for seven years, in 2011, the Audi A6 (C6) gave way to the next, fourth generation of the model with the C7 index.

Weaknesses and shortcomings of the Audi A6 (C6) with mileage

Body. By and large, there should be no problems here. All steel elements are well galvanized, and the scarlet ones, in principle, are not subject to corrosion, however, over time, they can nevertheless corrode and even rust. The front fenders and hood are made of aluminum, thanks to which you can easily determine whether the car has been beaten. As you know, it is quite difficult and expensive to restore aluminum parts, therefore, after an accident, most owners change them to cheaper steel counterparts. And, here, which part is installed on the car, you can determine with the help of a magnet. If, when inspecting a car under the hood, you find poor sealing of seams or microcracks, this does not mean that the car was beaten. The fact is that on cars with diesel engines and powerful gasoline engines (4.2 liters), over time, from heavy loads, the joints of the body panels become loose.

Also, pay attention to the frame. windshield- there may be the same problems (poor sealing and microcracks). It is worth looking under the bottom of the car, because of the small clearance, the spars and the rear floor panel often come into contact with the road, therefore, the anti-corrosion layer is damaged. It would seem that optics can cause problems, but, in the case of the Audi A6 (C6), they can be quite large. Taillights often fog up, and an additional rear stop may stop working altogether. The problem is eliminated by cleaning and bending the contacts of the LED groups. With front LED optics, everything is much more complicated. First, problems with tightness. Secondly, if at least one LED from the running lights strip fails, then the entire strip will stop burning, as a result, the entire headlight unit will have to be changed (about 1000 USD). To avoid high costs, you need to take care of replacing the headlight seal in advance.

Engines

Audi A6 (C6) has a fairly wide range of power units: gasoline - aspirated: 2.4 (177 hp), 2.8 (190, hp), 3.0 (218, 240 hp), 3.2 ( 256 hp) and 4.2 (321 and 350 hp), turbocharged: 2.0 (170 hp) and 3.0 (300 hp); diesel - 2.0 (140 and 170 hp), 2.7 (163, 180 hp), 3.0 (211, 224 hp). The most problematic are the FSI and TFSI series engines, they use an aluminum block with a special Silumin coating (an alloy of aluminum and sulfur), which quickly collapses under the influence of high temperatures. The manufacturer claims that the resource of these power units is 250-300 thousand km, but in fact, in most cases, expensive engine repairs have to be done at a mileage of 140-170 thousand km. As a rule, the main reason is the wear of the cylinder mirror; manifested by vibrations, extraneous noise at idle and increased consumption oil from 300 gr., up to 1 liter per 1000 km. Also, a failed crankcase ventilation valve can affect oil consumption.

Petrol

In TFSI engines, turbines are not famous for a large resource either, in most cases they have to be changed at a range of 150-170 thousand km. Another trouble that you will have to face during the operation of the car is the small resource of the ignition coils (they go up to 70,000 km). It would seem that the problem is not significant, but this is until you are given a price tag for a replacement. After 100,000 km, troubles with the timing chain tensioner are possible. If, in time, you do not pay attention to the diesel roar that has appeared, the consequences will be the saddest (the pistons will meet the valves). For the 3.2 engine, in addition to the tensioner, the chain may begin to stretch by 100,000 km, in which case you will have to pay about 1500 USD for timing repair. . At the power unit 2.4, the Achilles heel is the damper on intake manifold if it knocks, you will have to pay more than 1000 USD for repairs.

The most reliable among gasoline engines is aspirated 3.0, but it is not without sin. The 3.0 engine is made according to the old technology using cast-iron liners (it was installed before 2008), thanks to this, the owners of cars with such an engine are not aware of problems with the piston. Among the shortcomings of this motor can be noted: loss of tightness of the head gasket. Because of this, antifreeze enters the engine (the disease manifests itself at a range of 130-150 thousand km). Of the minor troubles of all motors, one can note the failure of the thermostat, pump and catalyst on a run of 100-120 thousand km. Power units with direct injection FSI have an unusual sound of work on idling(clatter). This feature due to the fact that the nozzles in these engines operate at a pressure of 100 bar, instead of 5 bar for similar engines with the "old" injection system.

Diesel Audi A6 (C6)

Diesel power units are more reliable than gasoline ones and, in most cases, 250-300 thousand km go without any complaints. The most problematic is the 2.0 engine installed on cars until 2007. It is most often bothered in it: nozzles, oil pump, EGR valve, there have been cases of cracking of the cylinder block. After 2007, the manufacturer eliminated most of the defects by installing the Common Rail injection system. However, the engine did not become problem-free; over time, the high-pressure fuel pump bothers and particulate filter. When choosing a car with a 2.0 diesel engine, consider the fact that the 140-horsepower and 170-horsepower versions power plant have many design differences. The most important of them - on a more powerful motor, piezoelectric nozzles are used, which cannot be restored.

V6 diesel engines with a Common Rail injection system are equipped with a timing chain drive, which includes a group of chains, the replacement of which will cost a fortune. Another disadvantage of diesel engines is the small resource of the dual-mass flywheel, in most cases it has to be changed at a range of 120-150 thousand km. Also, after 100,000 km, you will have to change the engine mounts and thermostat, and closer to 200,000 km - catalysts. When refueling a car with low-quality diesel fuel, the resource of fuel injectors, high-pressure fuel pump and EGR valve is significantly reduced.

Transmission

For the Audi A6 (C6), three types of gearboxes were available - five- and six-speed mechanics, Tiptronic automatic transmission with manual shifting and multitronic variator. The most reliable transmission is considered to be mechanics, in which even the clutch, with careful operation, can last 150-200 thousand km (a new one will cost around 500 USD). There are no special complaints about the automatic transmission, but only on the technical side. But, electronics are characterized by malfunctions (jerks appear when shifting gears and sharp acceleration). For lovers of active driving on a run of 100-120 thousand km, the torque converter locking mechanism fails. You will have to pay 2000-3000 USD for the replacement.

The most problematic is the variator. The main problem lies in the wet clutch kit, it serves 100-120 thousand km, and with frequent loads (in traffic jams), its resource is reduced to 70-80 thousand km. Also, the culprit of the cost of 80-100 thousand km. can serve as a transmission control unit (1000 c.u.) and drive chain(250-300 USD). To extend the life of the automatic transmission and the variator in them, it is necessary to change the oil every 40-60 thousand km. Most of the Audi A6 (C6) are front-wheel drive, but, often, all-wheel drive cars of this model are also found in the secondary market ( Quattro). With regard to reliability this system all-wheel drive, then, with proper maintenance, there will be no problems with it. The only thing to consider when choosing such a car is that the all-wheel drive version has a more complex suspension design.

Suspension reliability Audi A6 (C6)

In general, the car's suspension is quite reliable, but you need to be prepared for the fact that once every 100,000 km, considerable investments in the chassis will be required. The upper levers are the first to give up, this happens approximately on a run of 80-90 thousand km. Approximately at the same run, the steering tips also need to be replaced. Wheel bearings and live 90-110 thousand km (change assembled with the hub), the stabilizer struts can last the same amount. ball joints(change assembly with a lever) and shock absorbers run 100-120 thousand km. Silent blocks and rubber bushings nurse 150-200 thousand km.

The rear suspension in rare cases requires intervention up to 150,000 km. The only thing to worry about rear suspension- caliper guides and pad fastening brackets (may ring when driving on uneven surfaces). An air suspension was also installed on the Audi A6 (C6), but such instances are not common, and thank God, since the reviews about it are not the best (low reliability, complex repairs, expensive spare parts). Steering reliable and, as a rule, does not cause any special problems, but sometimes the steering force regulator fails, which leads to a decrease in the efficiency of the hydraulic booster.

Salon and electronics

Electronics is the most problematic place for the Audi A6 (C6), and when you find out about the cost of repairs, you feel uneasy (72 control units for various systems are installed in the car). Here, for example, the seat heating control unit, its diagnostics and flashing will cost 100-150 USD, and for the replacement of a faulty unit, you will have to pay about 500 USD. The high cost is due to difficult access to electronic components, and the replacement of any of the blocks requires prescribing in the system, even replacing the battery is not complete without adaptation. Because of this, finding a car with a mileage of 100-120 thousand km, in which the front panel has not been disassembled at least once or the door trim has not been removed, is almost unrealistic. This is the main reason for extraneous sounds while driving on uneven road surfaces (squeaks, knocks, etc.).

The main sores of the Audi A6 (C6) electronics are:

• Multimedia system (stops reading discs). To fix the problem, you need to clean the reader (sometimes a cleaning disk helps).
• Due to poor contact on the wire block, the quality of radio wave reception is deteriorating. The problem is eliminated by crimping the wires.
• Possible failure of the force regulator on the steering wheel. The problem is manifested by a suddenly heavier steering wheel, even at speed.
• The climate control system fails (heater valves stick). It is required to clean the valve block ($ 100-150), if the block does not help, you will have to change it ($ 800).
• Often the parking system fails. The reason is in space sensors.
• By 100,000 km, problems with the electronic parking brake appear. The wiring is frayed, which leads to the failure of the actuators (repair will cost 500-700 USD).
• On a run of 120-140 thousand km, the headlight corrector unit fails.

If we talk about the quality of finishing materials, they are at a high level and do not cause any complaints even after many years of operation.

Outcome:

Audi A6 (C6) can hardly be called a reliable and unpretentious car, but, nevertheless, it continues to be one of the leaders in its segment. In order to understand why they choose this car and forgive it for all the shortcomings, you need to ride it at least once.

If you are the owner of this car model, please describe the problems that you had to face during the operation of the car. Perhaps it is your review that will help readers of our site when choosing a car.

Sincerely, editorial Autoavenue

Demand for the Audi A6 C6 series is high: if the car is in good condition, it sells very quickly. Most copies of Russian market imported from Europe, the rest - from the USA or officially sold in Russia. In Europe, the A6 C6 was the best-selling car in the segment for three consecutive years from 2005 to 2007, with a turnover of about 120,000 units per year.

Prices for an Audi A6 C6 in good condition start at 400-500 thousand rubles, while for more recent copies they ask for about 1,000,000 rubles. The fall in value is generating interest in the car from people who are not really able to maintain it. Having bought a used A6 with the last of his money, or, worse, on credit, the owner soon realizes that operating costs "bring him to his knees." Moreover, the complexity of the design of the A6 C6 excludes the possibility of independent or cheap repairs.

With regards to copies from Germany, it must be understood that the Germans got rid of the "good" Audi A6 for two reasons: after a serious accident or because high mileage reaching 300,000 km. An annual mileage of 50,000 km is common in Europe. Honest owners of autocommission shops argued that buying an A6 in Germany from the first owner for resale was unlikely. Such copies are very expensive, and do not provide an opportunity to make good money. One of the used car dealers admitted that the odometer reset procedure is in the order of things, and it is more difficult than in the previous version, but easier than in the BMW 5 E60.

Body and interior

The organization of the internal space can only be described in one word - amazing! As a result of the location of the engine in front of the front axle, and not behind it, in the depths of the body, as in BMW, it was possible to get a salon huge size. The disadvantage of this arrangement is the large front overhang, which is why many drivers damage the front bumper while parking at high curbs.

A6 has the most big trunk in its class - 555 liters, while in BMW it is 35 liters less, and in Mercedes - 15 liters. The shape of the Audi trunk is more correct. Under the floor there was a place for a full-size spare wheel and battery installed on the right side.

In the case of Audi, there is no need to be afraid of rust. Cars from Ingolstadt are famous for their good corrosion protection, "double galvanizing" sheet metal. Body elements of the front of the A6 C6 are made of aluminum, like the BMW 5 Series E60. If during the inspection “red spots” are found, especially on the hood, fenders and trunk lid, then you can be sure that the car has had accidents in the past. It was the hood and fenders that were originally made entirely of aluminum, which is not subject to corrosion. Often, after damage, cheap alternative substitutes made of heavier sheet metal are installed. However, recently traces of corrosion can be found in the threshold area.

Chassis

Aluminum parts are also used in the suspension. For example, the front lower wishbones. The suspension has a complex multi-link design, which is common for this class. However, chassis elements wear out too quickly. The front levers, as a rule, have to be sorted out every 100,000 km (from 17,000 rubles for a set of levers). The rear levers nurse up to 200,000 km. Front wheel bearings can make noise after 100-120 thousand km.

As options in the A6, an air suspension was offered with the ability to change the clearance (included in the basic equipment Allroad models). The air suspension is more reliable than the Mercedes analogue, but do not forget that when it comes to replacing shock absorbers with built-in pneumatic elements, the service will issue a five-figure bill - 70-80 thousand rubles. Failures in the system are often caused by rotten wiring (about 8,000 rubles). If you travel for a long time with a faulty pneumatic system, then the compressor and valve block may fail (over 23,000 rubles).

The Audi A6 is able to surprise with very effective brakes, but the front brake discs and pads wear out pretty quickly. And the cost of replacement will certainly disappoint you. Electric parking brake included in the standard equipment. Its malfunctions are common (more often due to wiring problems).

Electronics

Audi A6 C6 received a large number of different electronic systems. Unfortunately, with age, owners have to deal with minor malfunctions in its operation. For example, parking sensors fail (from 1,000 rubles for an analogue or 5,000 rubles for an original). Or the cooling system fan control unit fails (contacts rot).

All vehicles are equipped with a Multi Media Interface - MMI for short. This is an integrated on-board electronics system with a display in the center console and a controller between the front seats. There are several varieties of it: 2G Basic, 2G High, and after restyling 3G with navigation, DVD and hard drive. MMI does not allow as many nodes to be controlled as BMW's iDrive. The Audi driver can only find out how soon he needs to report to Maintenance. However, using the diagnostic interface, you can unlock hidden features, such as oil level detection or battery charge voltage. With the help of VAG-COM or VCDS, it is quite possible to independently change many parameters of various devices. However, without proper knowledge, it is easy to bring the car to a complete blockage.

Transmission

The least stable is the Multitronic CVT, which is present only in cars with front axle drive. Problems with the variator may arise after 100,000 km. Much more reliable is the Tiptronic automatic with a classic torque converter, which was used exclusively in all-wheel drive modifications Quattro.

Audi claims that it is not necessary to change the oil in the box, but this is not true. Without an oil change, automatic transmissions reach a maximum of 200-250 thousand km, and Multitronic ends even earlier. It is recommended to change the oil every 60,000 km. Then the machine is able to cover more than 400,000 km. For problems with any of automatic transmissions before going to the service, you should stock up on an amount of about 100,000 rubles.

Quattro drive

The Quattro all-wheel drive system is available in all variants, with the exception of cars with 2-liter engines. Traction to the wheels is transmitted constantly to all four wheels, but in a different ratio. Torsen central differential is responsible for the distribution of torque along the axes. In addition, an electronic simulation of the differential lock mechanism is used on the front and rear axles.

It should be noted that the all-wheel drive system is very reliable. Faults are extremely rare, and even then, only among those who like to "light up": the transfer case bearings wear out, and the shank play appears.

The manufacturer claims that transmission fluid filled for the entire service life. But in reality, the fluid resource is much less than the transmission itself - a hum appears. It is recommended to change the oil at least once every 100,000 km.

Engines

The palette of engines includes 20 different options, 12 of them are petrol.

In the short term, petrol engines, especially the 3-litre, are the cheapest to run. A common problem with gasoline units is unstable ignition coils. Owners diesel versions high costs for the replacement of expensive equipment.

The most risky is the 2.0 TDI diesel with unit injectors. The most common defects are wear on the oil pump drive and cracking of the block head. In addition, failures plagued the pump injectors and the EGR valve.

In 2007, the 2-liter turbodiesel received a Common Rail injection system, and the shortcomings were eliminated. However, he began to cause problems with the injection pump. Keep in mind that the 140-horsepower and 170-horsepower versions of the power plant have many design differences. The most important of these is the presence in a more powerful motor of piezoelectric injectors that cannot be restored.

Diesel V6s cause a lot of controversy. All engines use a Common Rail type injection system and a chain-type timing drive, which includes a group of chains. Unfortunately, it cannot be called unattended. After about 150-200 thousand km, problems arise with the upper timing chain tensioner. If the chain were placed in the usual place - in front of the engine, then the replacement would not be difficult. But Audi engineers went too far, placing the timing drive on the side of the gearbox. Therefore, to get to the tensioner, it is necessary to completely dismantle the engine. In the best case, you will have to pay 50-60 thousand rubles for repairs.

Some owners ignore drive chain noise camshafts, claiming it's okay. In an advanced case, when the noise becomes too loud, the chain can jump a couple of teeth, which can damage the valves. In this case, the repair will require at least 100,000 rubles. After restyling in 2008, the problem with the tensioner was solved. However, by 250,000 km, the timing chain is often stretched.

Also in TDI engines there are malfunctions typical of modern diesel engines. For example, a malfunction of the intake manifold flaps that change its length. The cost of a new collector is about 30,000 rubles. In addition, the throttle assembly (gear wear) or the differential pressure sensor of the DPF filter may fail. After 200-250 thousand km, you should be ready to replace the turbocharger.

Nevertheless, there is no doubt about the durability of diesel engines. If you replace, albeit expensive, a faulty unit, then you can continue to drive almost forever. It is not uncommon for an A6 with a 2.0 TDI engine to run 500,000 km in 4-5 years as a taxi, and continue to work properly further. However, many owners, in anticipation of big expenses, simply give away their car for little money.

Gasoline engines require less maintenance costs as long as they are in good condition. However, in the case of TFSI, it is not uncommon for the ignition coils, thermostat, and sometimes the intake manifold to cause trouble. The latter ailment is very expensive to eliminate. The 2.0 TFSI has a complex equipment, and the simplest in design is a 2.4-liter V6 without a direct injection system. True, it is not without flaws.

Engines 2.4, 2.8 FSI, 3.2 FSI and 4.2 FSI have problems with the timing chain drive similar, in fact, to the 3.0 TDI: premature wear and difficulty in replacing (timing drive from the box). Some experts have adapted to change the timing chain drive of 2.4, 2.8 and 3.2 liter engines without removing the engine.

All atmospheric gasoline units, with the exception of the 3-liter, sometimes present unpleasant surprises in the form of scoring and, as a result, excessive oil consumption. Several reasons: faulty fuel injectors, washing oil from the walls of the cylinders; tightening with oil change; low-quality oil and lack of control over its level.

Operation and costs

A typical problem with the restyled version is burning LED lights (LED) in the headlights and taillights. Apparently, the engineers considered that they would be eternal, since they did not provide for the possibility of replacing the LEDs separately from the headlight. Fortunately, craftsmen have learned how to restore the performance of optics by replacing burned-out LEDs and resistors. In copies produced in the early years, the MMI system sometimes freezes. In this case, installing new software often helps. But sometimes you can’t do without visiting a specialized service.

Unfortunately, we have to admit that the image of the Audi A6 C6 is a bit overrated. Some copies constantly annoy with malfunctions, especially cars of the initial period of production. Buying a good A6 for 400-500 thousand rubles is quite realistic, but it is unlikely that it will fully satisfy the owner in the future. Only cars after restyling in 2008 became more thoughtful and reliable. Worst of all, neither low mileage nor regular visits protect against many malfunctions. dealer station Maintenance.

While the Audi A6 has not broken down, it is difficult to find serious flaws in it. Excellent finishes, rich equipment and the most spacious salon are a real delight in the classroom. The interior looks great with no signs of fatigue even after two three hundred thousand kilometers. This is very pleasing to any kind of merchants who, without any fear, rewind the odometer counter back 100-200 thousand km.

Add positive emotions powerful engines and Quattro all-wheel drive system. However, significant defects in gasoline engines are of concern, the likelihood of which increases with increasing mileage.

Special versions

AudiA6All road

The Audi A6 Olroad was produced from 2006 to 2011. All cars on the standard equipment list had an all-wheel drive system and air suspension. As engines, petrol 3.2 or 4.2 liters and diesel - 2.7 and 3.0 TDI were offered. The vast majority of copies have a Tiptronic automatic transmission. The cost of the car is very high.

AudiS6 andRS6

While the S6 looked pretty "decent", the RS6 introduced in 2008 was a real monster with heavily flared wheel arches. Both models used a V10 engine: the S6 had a displacement of 5.2 liters and produced 435 hp, and the RS6 5.0 liter produced 580 hp. At first, the RS6 was only available in the back station wagon Avant, but a year later, a sedan appeared.

The 5.2-liter V10 has the same basic design as the 3.2 and 4.2-liter engines. V10 has a tight layout - neighboring cylinders are too close. As a result, the motor experiences huge thermal loads, which contributes to the rapid aging of the oil. The use of oils of the "Long Life" type and, accordingly, long replacement intervals contributed to the wear of the engine even in the first 100,000 km. The problem affected almost all instances of 2007-2008. Later made a number of changes, including a shorter oil change interval, but high risk overhaul preserved.

Specifications:

Audi S6 C6: 5.2 V10, power - 435 hp, torque - 540 Nm, maximum speed 250 km / h, acceleration 0-100 km h - 5.2 seconds

Audi RS6 C6: 5.0 V10 biturbo engine, power - 580 hp, torque - 650 Nm, top speed - 250 km / h, acceleration 0-100 km / h - 4.5 seconds

History of the Audi A 6 C 6

2004 - end of production of A6 C5, debut of A6 C6.

2005 - start of sales, the appearance of the Avant station wagon version.

2006 - the appearance of the Allroad modification (only in the station wagon body with air suspension). The lineup was replenished with the S6 with a V10 engine.

2007 - 2.8 FSI appeared in the engine line.

2008 - restyling, affecting the front and rear of the body. Behind there are LED lights. In front of the modified bumper and fog lights. Inside, a new central display was installed, the instrument panel was changed, and a new MMI 3G controller was introduced. RS6 presentation.

2010 - End of RS6 production.

2011 - the new generation A6 sedan C7 is introduced.

Audi A 6 C 6 - typical problems and malfunctions

• - failure of the dampers in the intake manifold 3.0 TDI
• - failure of the oil pump drive in the 2.0 TDI engine
• - defective timing chain tensioner and problems with injectors in 2.7 and 3.0 TDI engines
• - failure of the pneumatic system
• - problems with continuously variable transmission Multitronic
• - oil pressure sensor failures
• - problems with the trunk lock
• - water ingress into the additional brake light of the Avant station wagon

Audi A 6 C 6 in reliability ratings

GTÜ: Vehicles under 3 years old received a bad mark for brakes. For other parameters, the result is better than the average values ​​in the class.

T Ü V : cars aged 4-5 years were rated excellent and ranked 19th in the reliability rating. Audi A4 and A8 are higher in the same rating.

DEKRA: in 87.7% of the examined A6 C6 there were no technical defects. Serious faults were found in 3.5% of cars, and minor faults in 8.8%.

• - petrol modification with a 3-liter engine and mechanical box gears - the cheapest offer among used A6
• - vehicles with traditional suspension and Quattro all-wheel drive
• - versions with 3.0 TDI and complete history service

Avoid:

• - 2.0 TDI with unit injectors - regardless of mileage
• - vehicles with Multitronic CVT
• - diesel versions with 3.0 TDI whose service history cannot be verified
• - cars with any malfunctions and powerful S6 with a 5.2-liter V10. Any repair will be astronomically expensive.

Advantages:

• - perfect protection against corrosion
• - the most spacious salon among German classmates
• - excellent all-wheel drive system
• - very large trunk

Flaws:

• - unsuccessful turbodiesel 2.0 TDI pre-styling version
• - very complex front and rear suspension design
• - most copies on the secondary market have an unsatisfactory technical condition, twisted odometers and traces of recovery after an accident

Specifications Audi A6 C6 (2004-2011)

Petrol versions

Version	2.0TFSI	2.4	2.8 FSI	2.8 FSI	2.8 FSI
Engine	petrol turbo	petrol	petrol	petrol	petrol
Working volume	1984 cm3	2393 cm3	2773 cm3	2773 cm3	2773 cm3
	R4/16	V6/24	V6/24	V6/24	V6/24
Max power	170 HP	177 HP	190 HP	210 HP	220 HP
Max Torque	280 Nm	230 Nm	280 Nm	280 Nm	280 Nm
Dynamics
Max speed	228 km/h	236 km/h	238 km/h	237 km/h	240 km/h
Acceleration 0-100 km/h	8.2 sec	9.2 sec	8.2 sec	8.4 sec	7.3 sec

Version	3.0TFSI	3.2 FSI	4.2	4.2 FSI
Engine	petrol turbo	petrol	petrol	petrol
Working volume	2995 cm3	3123 cm3	4163 cm3	4163 cm3
Arrangement of cylinders / valves	V6/24	V6/24	V8/40	V8/32
Max power	290 HP	255 HP	335 HP	350 HP
Max Torque	420 Nm	330 Nm	420 Nm	440 Nm
Dynamics
Max speed	250 km/h	250 km/h	250 km/h	250 km/h
Acceleration 0-100 km/h	5.9 sec	6.9 sec	6.5 s	5.9 sec
Average fuel consumption in l/100 km			11.7	10.2

Gasoline engines - a brief description

The 2.0 TFSI is the only 4-cylinder petrol engine in the range. In other VW Group vehicles, it has higher power. In this model, he is assigned the role of the base motor. The power unit is too weak and has serious drawbacks: high oil consumption and accumulation of deposits in the block head. It is worth noting that this motor is different from those that were installed in the A4, A5 and Q5, where they earned a bad reputation as an oil eater.

2.4 - has the simplest design in the A6 C6 engine line and uses distributed fuel injection. Typical malfunctions: failure of the thermostat and dampers in the intake manifold. There is a high risk of scuffing on the cylinder walls.

2.8 FSI- modern engine with direct injection system, variable valve timing and timing chain. He is also prone to scuffing, but it is more difficult to line the engine - the cylinder walls are too thin.

3.0 - an old design engine that was used by its predecessor. It has a belt-type timing drive, for the replacement of which it is necessary to disassemble the front of the car. The naturally aspirated V6 with port injection is very reliable, but finding a car with such an engine in good condition is a big problem.

3.2 FSI - has direct injection fuel and is usually combined with automatic transmission Tiptronic gears.

4.2/4.2 FSI - Audi's V8 sounds great and drives well. Fuel consumption at an acceptable level - 13-15 l / 100 km. Until 2006, a version with distributed fuel injection was used, and after that - with direct fuel injection (FSI). The first has combined drive Timing: belt + chain, and the second - chain. FSI is slightly lighter and more economical, but not as durable as before. Soot accumulates on the intake valves, and there are problems with the durability of the timing chain drive. The reliability of the upper timing chain also raises questions in the version with distributed injection.

Diesel versions

Version	2.0 TDI e	2.0 TDI	2.0 TDI	2.7 TDI
Engine	turbodis	turbodis	turbodis	turbodis
Working volume	1968 cm3	1968 cm3	1968 cm3	2698 cm3
Arrangement of cylinders / valves	R4/16	R4/16	R4/16	V6/24
Max power	136 HP	140 HP	170 HP	180 HP
Max Torque	320 Nm	320 Nm	350 Nm	380 Nm
Dynamics
Max speed	208 km/h	208 km/h	225 km/h	228 km/h
Acceleration 0-100 km/h	10.3 sec	10.3 sec	8.9 sec	8.9 sec
Average fuel consumption in l/100 km

Version	2.7 TDI	3.0 TDI	3.0 TDI	3.0 TDI
Engine	turbodis	turbodis	turbodis	turbodis
Working volume	2698 cm3	2967 cm3	2967 cm3	2967 cm3
Arrangement of cylinders / valves	V6/24	V6/24	V6/24	V6/24
Max power	190 HP	225 HP	233 HP	240 HP
Max Torque	400 Nm	450 Nm	450 Nm	500 Nm
Dynamics
Max speed	232 km/h	243 km/h	247 km/h	250 km/h
Acceleration 0-100 km/h	7.9 sec	7.3 sec	6.9 sec	6.6 sec
Average fuel consumption in l/100 km

Diesel engines - a brief description

2.0 TDIe - A small "e" means a small sacrifice in favor of the environment: power is reduced by 4 hp, a particulate filter is installed and tires with reduced rolling resistance.

2.0 TDI 140 HP - a turbodiesel with pump nozzles, the purchase of which should be discarded. A 2-liter turbodiesel can only be considered after modernization in 2007, when a Common Rail type power system was used.

2.0 TDI 170 HP - the engine differs significantly from the 140 strong counterpart, including the presence of piezoelectric injectors that cannot be repaired.

The 2.7 TDI is the predecessor of the 3.0 TDI, has a common rail injection system and a timing chain drive. The most reliable in the pre-styling version.

3.0 TDI - initially had many problems, in the future they were gradually eliminated by Audi engineers. A turbodiesel makes for great driving pleasure, but is very expensive to maintain and repair.

Conclusion

Don't fool yourself. Cheap Audi A6 of the first years of production is already seriously depleted, which means they promise big expenses. It is better to pay attention to more expensive restyled copies of recent years.

It was deservedly considered an extremely successful model and was produced from 1997 to 2004. The chassis design proved to be very promising, but even the most successful machines cannot live on the assembly line forever, especially in premium segment, where Audi has settled since the late 80s.

The new A6 in the body, which received the designation C6 / 4F, inherited many of the generic features of the previous model, including the layout and suspension design. But the body has noticeably increased in size and, of course, the entire line of engines has been replaced. No less changes have taken place inside: the MMI multimedia system is only the visible part of the iceberg. A much more complex structure of electronic units and actuators remained out of sight. Well, as expected, more chic, "premium", dynamics and ... prices. All according to the laws of the genre.

And the car was remembered for the monstrous V10 on the sports versions of the S6 and RS6. The motor of the same modular series as the V6 and V8 FSI, but it is on the basis of this block that they will later make a unit for new Lamborghini. And for Audi, an atmospheric version of 5.2 liters with direct injection with a capacity of 435 hp was in store. With. and a completely unrealistic biturbo with a volume of 5.0 liters and a power of 580 hp. with., and also with a good margin for additional forcing.

Pictured: Audi S6 and RS6

In the process of restyling in 2008, the car seriously changed its appearance, electronic filling and a line of motors. And then she managed to light up in a scandal with a recall in several stages of cars with a 3.0 TFSI engine, which literally “ate up” piston group not just fast (which the owners are already used to), but very fast. Fortunately, they have in store for Russian owners a pleasant surprise, leaving in the range of engines the three-liter V6 of the old reliable series for 218 l. s., which, along with the 3.0 diesel engine, looked simply amazing against the background of the extremely problematic more “perfect” engines with their “oil burner”, failures and even fires. However, let's talk about everything in more detail.

Body and interior

Audi in this body really almost does not rust - the oldest cars are just getting point defects in the paintwork in the area of ​​\u200b\u200bthe rear wheel arches. The paint on the front arches peels off a little earlier, but corrosion is not noticeable “by eye”, because the fenders and hood are made of aluminum. True, it also corrodes and eventually collapses, turning into a white powder. The solid structure of the body does not allow any special liberties: the subframes are strong, like the spars and attachment points. Unless the trunk floor and floor spars suffer - the car is low, and contact with curbs and other obstacles often occurs with not very neat owners. Outwardly, this is imperceptible, but it would be nice to update the anti-corrosion layer.

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Pictured: Audi A6 2.7 TDI Avant "2005–08 and Audi A6 4.2 quattro S-Line Sedan" 2005–08

Also pay attention to the windshield frame - damage to the paintwork is possible here, and the state of the seam sealant is in engine compartment V8 and V6 diesel engines, heavy front load and high temperatures can damage the seams very early, but such a defect is rare. The beautiful interior of the A6 is fraught with many potential "crickets". Alas, the complexity of reinforcing work here is much higher than average, breakdowns additional equipment are common, poorly diagnosed and periodically have to remove the seats, door trim and even the dashboard to access the blocks and connectors. Collecting everything is difficult, and the materials age over time. In general, the design for multiple assembly and disassembly is not designed. But the quality of the materials has become even better, except that the leather of the seats and steering wheel is no longer as good as on old cars, fraying is common. But there are no buttons with white worn zones, all the inserts are silvered or delight with a wooden sheen, like new ones, for many, many years. And small things work well even in age, the buttons do not lose their elasticity and clarity of switching.

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Salon Audi A6 Allroad 4.2 quattro "2006–08

Serious damage? The climate unit can "please" the failure of one of the six gear motors. New roads, and changing a failed part is long and dreary, services often offer removal dashboard entirely to complete the work. The fan motor is not particularly reliable, the climate displays “burn out” over time - the loops lose contact, the MMI loses sound, buttons, settings, navigation ... The control keys on the central tunnel are in the vulnerable zone - they are often tritely filled with liquid. By the way, sometimes the sunroof and autumn leaves are to blame - they clog drains, and then water flows into the cabin, right in the center.

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Salon Audi A6 Allroad 3.0T quattro "2008–11

A broken handbrake button is already our “trick” - many owners try to “drift” or simply pull sharply, “until it clicks”. It is clear that the Germans did not count on such barbarism, the key simply breaks. And the cigarette lighter is poorly located, coins or metal debris can get into its vertical connector and cause a short circuit.

Otherwise, everything is fine, and the condition of the cabin depends on the quality of the service where the A6 was serviced, as well as on the number of breakdowns in the interior electronics. Cars are not that old full set problems are present only on completely abandoned copies, killed by a “high-quality” dealer service with repeated replacement of elements, and on traveling cars that are operated “for slaughter”.

Electrical and electronics

It is the electronics of the machine that owes the appearance of almost all salon “problems”. After all, there are a bunch of independent electronic units with their own settings and features. Any breakdown of the electrics on the A6 is not solved by a fifteen-minute visit to an electrician, but by the serious work of people specializing in such electrics. And paid accordingly. For example, a non-working seat heating came out at ... 42 thousand rubles. Well, what do you want, 10 thousand - work on finding and flashing blocks, 32 thousand - the price of a new block and replacement work. By the way, the heating mat itself in the seat was intact, if it broke, then it would be another 20 thousand, if you do not introduce “emel” instead of the original rugs with precisely calculated heating zones. Can you imagine how much it would cost to repair a handbrake? Wiring harnesses to the right and left rear caliper, and even fixing the button and removing the error? Yes, minus 50 thousand rubles from the budget. Failed mirror adjustment? New block doors and firmware of the comfort block, the issue price is 30 thousand rubles with a used replacement block. No battery charging? Oh, the choice of problems is truly rich, from the most banal generator failure to a failure in the charge control system, and replacing the generator is still a “successful” option.

This car needs a lot of love. And never quit, otherwise then it simply cannot be restored. There are more than three dozen electronic components, they all fail in very different ways: someone dies quietly, someone puts the entire bus and stubbornly defies diagnosis, someone gives out something much more ingenious. The system can work for years without failures, but if problems appear, they are solved for a long time and expensively. Of the more banal, purely electrical problems - the headlights, correctors, reflectors, the glass itself die, there is another trouble in restyling - the LED line goes out. If the ESP acceleration sensor fails, half of the “very necessary functions” stop working and an error lights up for ... correctly, for the ABS unit. In general, without a scanner and knowledge of the features of the machine, there is nothing to do here. And the engine compartment on 4.2 engines and sensors do not last long - they are hot. Starters and fans don't last long on all petrol V6s and V8s. The rear parking sensors suffer from weak sensors. I'm afraid that the list of those electronic components that ruin the lives of their owners quite regularly will be long. There are too many of them to highlight really serious patterns. The future owner just needs to be ready for anything and take even the smallest things very seriously. And avoid service in services where such a car is seen for the first time.

Suspension, brake system and steering

Multi-link suspension has long been considered an extremely problematic place. But even the multi-link front and rear on the A6 will not seriously unsettle the owner of the car. The price of replacing everything on a "departed" car, of course, is very high. But everything rarely breaks down at once, expensive units have inexpensive analogues, and the mileage of most elements during normal urban operation is at least 60 thousand kilometers, or even times more. With a very careful and normal movement, the car can go thousands of 200 kilometers without serious interventions. Of course, with the V8 under the hood and on the “duct tape”, the suspension bulkhead becomes a mandatory operation at every MOT.

In front, the lower front and upper arms traditionally suffer first. At the rear, it is also the upper arms that fail first. Fortunately, almost all loaded units have replaceable silent blocks on at least one side, and the cost of spare parts is low. Separately, it is worth noting that the silent blocks of the front subframe also need to be changed regularly, especially on cars with powerful motors. Front wheel bearings run only 100-120 thousand on cars with heavy engines and sports suspensions. At the back, the resource depends on the mode of operation: if the car often drives with a full load and on bad roads, then you will have to change it after a hundred. If this is urban operation, and even with a maximum of one passenger, then they can be said to be almost eternal.

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In the photo: Audi A6 Allroad 3.2 quattro "2006–08

Optional air suspension is rare and notorious. But now the price of air springs is no longer prohibitive, there are substitutes and craftsmen who repair systems and even modify them. For example, you can put a sealed casing, "a-la Porsche" and strengthen the system with a large receiver.

In the photo: Audi A6 Allroad 4.2 quattro "2006–08

The steering here is completely traditional: hydraulic booster and rack with servotronic. Everything is quite reliable, the rail is not prone to leaks and knocks, the hydraulics are well done, the pipes do not leak, the pump is reliable. Complaints about the short resource of steering rods and tips are mainly characteristic of cars with very wide tires. Brakes differ in size and successful design. Large brake discs are prone to buckling and even imbalance over time and should be replaced on time. And the resource of the pads is small, but this is typical for heavy and powerful machines. Otherwise, everything is very reliable: brake pipes very rarely fail even in the cars of the very first releases, and the ABS unit suffers only from problems with on-board electronics. However, when buying a car, you should pay attention to "collective farming" - brakes with Porsche Panamera or other custom set brake discs and calipers is relatively common. The handbrake often fails, but even here there are problems of a purely electrical nature - it breaks the wiring to the individual motors of its drive, and people, in addition, break the control button in the cabin.

transmissions

Manual transmissions are reliable here, but the dual-mass flywheel requires regular replacement or repair, and the pleasure is not cheap at all. The driveshaft on the Quattro and the wheel drives are strong and last a long time. With runs for one and a half - two hundred thousand kilometers, an intermediate support may give up cardan shaft and front outer CV joints. Quite a worthy resource. It is worth keeping an eye on the oil level in rear gear: if there are drips on the body, then it is worth checking it regularly or repairing the breather and seals. If the oil leaves, it will fail very quickly. There are two types of automatic transmissions. The Multitronic CVT was installed on front-wheel drive cars, and the classic ZF gearbox relied on all-wheel drive. I already talked about Multitronik - at first there were continuous problems from the variator. An already heavily modified version was installed on the C6, which differs both in the control unit and in the filling of the unit itself, and it causes relatively few difficulties. Since 2005, this box can be considered very reliable, the number of failures due to design failures is really small. Since 2006, variators of the 0AN series have appeared, which perfectly digested the moment of even powerful 2.7 diesel engines and a 3.2 FSI engine. Most of the complaints about the box are related to the mode of operation and design features. The chain variator is still a variator. He does not like slippage, abrupt starts, shock loads, towing heavy trailers and driving at maximum speed. In addition to everything, there are generic “sores” - the cones are damaged during towing and the chain resource is 100-180 thousand kilometers. And if you tighten it with a replacement, then the chain will break the cones, and the repair will come out “golden”. With quiet operation, even with fairly powerful 3.0 MPI and 2.0 TFSI engines, the resource is very good and, most importantly, predictable. There are almost no minor failures, glitches and failures. The main thing is to check it when buying, it is very important to work on a cold one, the absence of obvious slippage and extraneous sounds during smooth movement. And after a full warm-up - about 10-20 kilometers, normal operation without twitching with traction, adequate switching during acceleration "to the floor" from a speed of 10-20 km / h and above. Shocks and howling when accelerating, as well as hard twitches when “switching down” are unacceptable. The price of the chain itself is relatively low, about 20 thousand rubles for the “original”, but if it is not changed on time, then the costs, as I said, will increase by an order of magnitude. Six-speed automatic transmissions of the ZF 6HP19 series on all-wheel drive vehicles with engines up to 4.2 liters and 6HP26 with engines 5.2 cannot be attributed to particularly fragile structures, but you should not count on a long resource either. Active use of the blocking of the gas turbine engine during acceleration, work with the slipping of the main friction clutches sharply reduce the resource. Vibrations and wear products in the oil break the automatic transmission bushings and contaminate the valve body, which is highlighted here in separate node, called mechatronics, also successfully failing.

If the owner drives carefully and at the same time changes the oil in the box often, at least once every 40-60 thousand kilometers, then it will pass more than 200 thousand, and the amount of work to restore it will not be very large: repair of the gas turbine engine, replacement of friction clutches and something little things. But usually the operation is much tougher - frequent races with gas to the floor (remember, this is a Quattro), irregular oil changes at intervals of 60-100 thousand kilometers or “before impacts”, plus constant overheating of the box. It is surprising that the design can withstand at least 150-200 thousand kilometers in such conditions. But the price of repair ... To replace the clutches and linings of the gas turbine engine, the repair of the box bushings is added - they are broken by dirty oil with vibrations, plus the repair or replacement of mechatronics. The mechatronics unit costs 300 thousand rubles, repairs - from 15 thousand, but the typical price of intervention is about 50-70 thousand rubles. The quality of the repair at the same time - "how lucky." And even a purchase by a competent owner often no longer saves from expenses - switching to a regular “partial” oil change at every or every second maintenance, installing a reinforced automatic transmission radiator with a filter will only prolong the agony. If the oil pressure in the automatic transmission is already low, then wear will proceed at an accelerated pace, and any “acceleration to the floor” will sharply reduce it. And, unfortunately, boxes with runs already from 80-100 thousand begin to act up: shocks during switching, failures, illogical work. The problem is not always easy to localize, many cars drive like this for years. Fortunately, the adaptive capabilities of the control system are great and the dealer scanner with the new firmware works wonders: often already clearly dying designs go to the last spurt and extend another 30-50 thousand km of completely normal operation after adaptations. Both the CVT and the ZF 6HP automatic often break the owners with their attitude. You need to understand that a powerful car is bought in order to use its power, and not to stand in traffic jams. The variator provides a minimum number of failures with careful operation and a stable resource, and the ZF “automatic” allows the driver a little more, provides better dynamics, better tolerates hard overclocking, but at the same time it will also not endure bullying for a long time.

Motors

Audi tried to make a big car dynamic and economical. Therefore, almost all engines of that period were with direct fuel injection, as light as possible and unified. Among the A6 engines, only three gasoline ones stand out from the general row. It is a 2.0 TFSI (BPJ), 3.0 V6 MPI (BBJ) and 4.2 V8 MPI (BAT) turbocharged inline-four. All these are the last motors of the old series related to EA113. Three-liter is an outlet for Audi owners, it is powerful, 218 hp. with., with a good sound, and reliable - not at all prone to oily appetite. The larger V8 4.2 essentially differs from it only in an extra two cylinders, a tighter layout and frankly excess power. The supercharged two-liter is not so reliable, more often suffers from an oil appetite, but is simpler in design and, as a result, cheaper to operate. It has an excellent margin for boosting: let me remind you that the same engine was in fact on the Golf R VI, and there they removed 300-450 hp from it. with., which is comparable to the impact of the V10 on the S6.

All engines - with a combination of belt and chain in the timing drive, cast iron sleeves with inexpensive spare parts and a minimum problem areas. Of course, 2.0 turbocharging requires quality service, and the first generation direct injection is rather capricious, but there are adapters for more modern high-pressure fuel pumps and injectors, high-quality firmware. As a result, of the gasoline engines, these three are rightly considered the best. With regular timing belt replacement, Supplies, ignition modules and maintaining the control system in good condition, the number of problems is minimal, the resource is obtained far beyond 300 thousand. A series of engines 2.4 MPI (BDW), 2.8 FSI (CCDA / BDX / CCEA), 3.2 FSI (AUK), 4.2 FSI (BVJ), 5.2 FSI (BXA) and 3.0 TFSI (CAJA) essentially differ only in the number of cylinders and piston stroke . They have a unified cylinder diameter of 84.5 mm, and the younger engine is distinguished by a simple distributed injection. These motors also have common problems.

The new generation Audi A6 station wagon was officially presented exactly one month after the premiere as part of. Wagon is different sporty appearance and a trunk that can take a maximum of 1680 liters of cargo.

Price

Sales of the new generation Audi A6 will start in Europe in early summer 2018 price just under 50,000 euros for the basic version of the Audi A6 Avant 40 TDI with a four-cylinder 2.0-liter 204-horsepower turbo diesel, 7 S tronic and front-wheel drive. According to preliminary information, the new Audi A6 Avant station wagon will appear in Russia in late autumn and early winter 2018 along with the new generation Audi A6 sedan.

Having changed the generation, the German premium station wagon Audi A6 Avant, as well as the related Audi A6 sedan, moved to modular platform MLB Evo and received the Mild Hybrid system. At the same time, the novelty has acquired an even more sporty appearance and slightly increased in overall dimensions compared to, and will also please potential buyers with a truly comfortable interior with a rich set of the most modern equipment from the manufacturer's stocks.

Dimensions

The new Audi A6 station wagon has become larger than the previous generation model, but, as we said above, not significantly, and increases are observed in wheelbase dimensions (+12 mm), body width (+12 mm) and height (+9 mm). At the same time, an increase in the distance between the axles did not entail an enlargement of the car in length. The front and rear overhangs have become more compact, thus leveling the large wheelbase.

• External dimensions The body of the 2018-2019 Audi A6 Avant is 4943 mm long, 1886 mm wide, 1470 mm high, with a 2924 mm wheelbase.
• The drag coefficient of the body of the new generation of the Audi A6 station wagon is 0.27 Cx, which is noticeably higher than that of the platform sedan with its 0.24 Cx.
• For the novelty, a huge selection of light-alloy rims from standard 17" to optional 20" and 21".

Exterior

We would like to note that the new A6 "barn" demonstrates a bright, stylish and charismatic body exterior design with a powerful front end and an attractive stern. At the same time, in profile, the 5-door novelty looks like a real athlete: a long hood, an interior shifted to the stern, a strong inclination of the A-pillar and the same dashing slope rear pillar rooflines (only in reverse), a domed roofline, huge circular wheel arch cutouts, a high sill line, compact windows, large side doors and chic bursts of ribs and stampings that prescribe the sidewall of the body.

Front and rear optics are LED by default. Headlights with a strict look and a complex pattern of daytime running lights. The taillights with 3D graphics are simply mesmerizing.

Interior

The salon of the new generation of the Audi A6 Avant station wagon is exactly the same as that of the four doors - Audi sedan A6. An abundance of digital screens (12.3-inch virtual instrument panel, 10.1-inch screen responsible for multimedia system and an 8.6-inch touchscreen for handwriting input and air conditioning settings), premium materials, huge opportunities for personalizing the interior, an extensive range of options.

If desired, the potential owner can order 4-zone climate control, multi-contour front seats (electric, heated, ventilated, massage), ventilated and heated rear seats, LED backlight cabin, matrix LED headlights, a premium Bang & Olufsen audio system and even a level 3 autopilot, provided by a set of electronic systems and assistants.

However, we have a station wagon in front of us, and the most important characteristics of a car with this type of body are cargo capabilities. luggage compartment. New trunk Audi generations A6 Avant, alas, will not please with record levels of cargo capacity - from 565 liters behind the backs rear seats under a protective curtain up to 1680 liters, subject to the addition of a separate backrest 40:20:40 back row(the same, by the way, the indicators of the predecessor). It is interesting that the main competitors of the Audi station wagon have luggage compartments with a large volume: the station wagon will allow you to load 700-1700 liters, and the station wagon even more 640-1820 liters.

As a bonus, the new Audi A6 station wagon offers an electric tailgate as standard equipment, and as an option, the function of contactless opening of the tailgate with a wave of the foot under the rear bumper is added.

Specifications

The new generation of the Audi A6 station wagon is preparing to enter the market with three turbo diesels and one gasoline engine. At the same time, all engines are standardly supplemented with a Mild Hybrid system with a belt-driven starter-alternator and a lithium-ion battery.

Petrol Audi A6 Avant 2018-2019:

• Audi A6 Avant 55 TFSI with a 3.0-liter turbocharged V6 (340 hp 500 Nm) in the company with a 7-speed "robot" S tronic. There is also a quattro ultra all-wheel drive transmission (two clutches that connect the rear wheels).

Diesel version of Audi A6 Avant 2018-2019:

• Audi A6 Avant 40 TDI with a 2.0-liter four-cylinder turbo diesel (204 hp 400 Nm) paired with 7 S tronic, which transmits power to the front wheels.
• Audi A6 Avant 45 TDI with a 3.0-liter V6 turbodiesel (231 hp 500 Nm), 8 automatic transmissions.
• Audi A6 Avant 50 TDI with a 3.0-liter V6 turbodiesel (286 hp 620 Nm), 8 automatic transmissions.

Audi A6 station wagons with 6-cylinder diesel engines equipped as standard with a quattro all-wheel drive system with self-locking center differential.
The MLB Evo platform endows the new station wagon with a fully independent suspension(Front two lever, rear five lever). There are 4 types of suspension to choose from: standard, lowered by 10 mm - sports, adaptive with electronically controlled shock absorbers and pneumatic. A fully steerable chassis is also available as an option.

The family of business class cars Audi A6, produced by a well-known German manufacturer since 1994, has a rich and glorious history. Thanks to several generations and timely restyling, the developers managed to significantly improve the model.

Its modern reading is characterized by an impressive exterior design, effective anti-corrosion protection of the body, a spacious and ergonomically organized interior, high-tech solutions in the field of dynamics and safety. The history of the Audi A6 is the embodiment of the traditions and experience of the legendary brand.

Audi A6 (C7) FaceliftCurrent

from 2014 to N.V.

The world debut of the Audi A6, which took place in 2011 in Detroit, was officially announced by the company back in 2010. If we compare the exterior of the novelty fourth generation with other new models, you can find a lot in common in their design. The car is made in the body of the C7 and has similar features not only with the flagship A8 sedan, but also with the recently presented A7 Sportback.

Audi A6 (C7) Out of production

from 2010 to 2014

Audi A6 (C7) - The fourth generation of the Audi A6 (internal designation Typ 4G). It was launched in early 2011 in the European and other markets. The car is in many ways similar in appearance to the A8 (D4), only some elements of its exterior details have changed.

Audi A6 C6 Facelift Not produced

from 2008 to 2011

The model was restyled in 2009. At the same time, the design of the bumper group, body sidewalls, mirrors, lighting elements, and a radiator grill were changed. Thanks to the modernization of power units, including the introduction of a system common rail, fuel savings (15%) were achieved and the emission of waste products was reduced. In 2011, the Audi A6 C6 cars gave way to the fourth generation of this model - the Audi A6 C7 vehicles.

Audi A6 C6 Out of production

from 2004 to 2008

In the second half of 2004, representatives of the third generation of the model were introduced to the market - Audi A6 C6 vehicles. These cars had bodywork in the form of a 4-door sedan and a 5-door station wagon. In 2005, the line was supplemented by a sports coupe. Thanks to a well-thought-out exterior design solution and excellent dynamic characteristics, representatives of the third generation quickly gained popularity in the market.

Audi A6 C5 Facelift Not produced

Years of production from 2001-2004

The first restyling of C5 vehicles was carried out in 1999. It provided for strengthening the body structure, changing the shape of the head optics and mirrors, and providing a more ergonomic dashboard. In 2001, the company carried out a second restyling, which ensured the modernization of lighting elements, direction indicators, and trim parts.

Audi A6 C5 Out of production

Years of production c 1997-2004

The debut of the second generation Audi A6 took place in 1997. The Audi A6 C5 platform was used as its basis. This generation had two body options: the Avant station wagon and the sedan. Both versions showed a very low drag coefficient of 0.28. Full galvanizing of the body, an extended set of safety elements, an extensive range of engines brought this model to a completely new competitive level: in 2000-2001 it entered the top ten best cars in the world.

Audi 100 C4/4ANout of production

years of production c 1991 - 1997

In 1991, a significantly revised version of the C4 was introduced. Among its key changes, the introduction of power units with a capacity of 2.8 liters and 2.6 liters should be highlighted. In 1995, the number "100" was excluded from the model name, and it was called the Audi A6 C4. Cars in the design of the Audi 100 model were produced until 1997, then they were completely replaced design solutions Audi A6.

Audi 100 and 200 C3Not produced

years of production c 1982 - 1991

In 1982, as part of the Frankfurt Motor Show, the C3 model was presented to the automotive community, the body of which had an extremely low aerodynamic coefficient Cx = 0.30 for that time. This decision, in the end, provided significant fuel savings. Another innovation was the use of flush windows (recessed windows), which also had an impact on the aerodynamic drag parameters. In 1990, this model received an innovative direct injection diesel powertrain. With a performance of 120 hp. this engine showed reduced fuel consumption.

Since 1984, the model has been equipped with a Quattro all-wheel drive system. In September 1985, the first modifications of the C3 appeared with a fully galvanized body. In the late 1980s, the Audi V8 version was introduced to the market. The basis for it was the modification of the Audi 200 Quattro (with an automatic 4-band gearbox, rear and center differential Torsen).

Audi 100 and 200 C2Not produced

years of production c 1977 - 1983

The release of the C2 model was launched in 1976. It is characterized by the presence of an increased wheelbase, more refined than the C1 model, interior design and a 5-cylinder engine. As part of this generation, a wagon version of the Avant was released in 1977. During the restyling of 1980, the exterior of the car was updated (the shape was changed rear lights), increased to 470 l capacity luggage compartment, the interior has been improved, 4-cylinder engines of various sizes and performance have been introduced into the engine range. In 1981, the line was supplemented by the CS version, which has a front spoiler and alloy wheels.

Audi 100 and 200 C1Not produced

years of production c 1968 - 1976

Production Audi cars The 100 C1 sedan, which the company launched on November 1, 1968, became the basis of the modern success of the model. Audi variant 200 was the same modification of the Audi 100, but in a more expensive version (it had an improved finish and richer basic equipment).
Since 1970, C1 cars have also been produced in the coupe body. This version was the largest vehicle automotive Audi since its inception. In 1973, the car was restyled: the radiator grille became more compact, steel springs appeared instead of the rear torsion bar, and the shape of the rear optics changed. As a result, the car began to look more relevant and stylish. This model completed with 4-cylinder power unit working together with rear wheel drive and mechanical transmission.