A range of engines for all types of drivers
Aluminum is the third-most abundant element in the earth’s crust after oxygen, silicon and quite possibly discarded lottery tickets. It is the planet’s most abundant metal, making up 8 per cent of its crusty goodness.
Valued for its low density and ability to resist corrosion, structural components made from aluminum and its alloys are vital to the aerospace industry and other things that fly — such as Audis.
When it came time to redo the Audi A6 executive sedan, engineers looked at ways to reduce its mass while paradoxically making it larger. Aluminum won a big role in that.
For the seventh generation A6 released for 2012, Audi’s aluminum diet yielded an average weight reduction of 60 kilograms. Less mass pays dividends in improved acceleration, braking, handling and fuel efficiency.
Handling performance was also aided by the new modular longitudinal platform, which situated the front axle farther forward than in the previous nose-heavy A6, improving weight distribution and reducing understeer.
If the lean and crisply tailored A6 didn’t look like a BMW slayer on the outside, the new cabin treatments certainly won over fans. The appealing dash layout, excellent materials and solid fit and finish made for a stylish environment. Audi’s MMI entertainment and navigation controller took centre stage on the console, along with a host of optional hightech gear.
The sturdy seats were supportive and comfortable over long treks, while the back seat provided more legroom than most rivals. The trunk, on the other hand, was on the small side for its class.
The A6’s calling card was its supercharged, intercooled and directinjected 3.0-litre V6 that produced 310 hp and 325 lb-ft. of torque. Unlike a turbo, a supercharger’s impeller is spun by an accessory belt on the engine, rather than by exhaust gasses, so there’s no turbo lag. A ZF eight-speed automatic transmission and Audi’s Quattro all-wheel drive system were standard issue.
After a one-year hiatus, the highperformance Audi S6 returned for 2013 propelled by a new twin-turbocharged 4.0-litre V8 in place of the former naturally aspirated V10. It put out 420 hp and 406 lb-ft. of torque through a dual-clutch, seven-speed automated transmission. Again, allwheel drive was standard.
Audi broadened its powertrain options for buyers by dropping its 2.0 TFSI turbocharged 2.0-litre four into the entry-level A6, good for 211 hp and 258 lb-ft. of torque. New for 2014 was the A6 TDI, which used a 3.0-litre turbodiesel V6 that churned out 240 hp and 428 lb-ft. of torque. The 2.0T received a small power tweak to 220 hp. Driving and owning the A6 Packed with all-wheel-drive hardware, the supercharged A6 hustled to 97 km/h in 5.4 seconds — impressive acceleration, but not quite matching its V8-powered competitors.
The highly efficient TDI model was only slightly slower than the super- charged model, taking 5.6 seconds to reach 97 km/h. For the truly timechallenged, only an S6 will do: zero to highway velocity comes up in an astounding 3.7 seconds.
The A6 is a substantial sedan that drives smaller than it is, with a taut feel and flat cornering attitude that make for a rewarding drive. The electro-hydraulic power steering is prompt and precise. The ride quality is Teutonic smooth, thanks to the extremely rigid unibody.
For owners, there’s no question that the Audi A6 compares well with its German and non-German competitors. With its elegant profile, artful interior execution and bevy of power plants to address every type of driver, the A6 aims to please.
The only question remaining is whether this newest iteration of Audi’s midliner can keep it together as a reliable conveyance after the warranty runs out. Early indications are that it has benefitted from considerably improved components.
Still, old habits die hard and a scan of owners’ complaints online reveal some telltale Audi weaknesses, including faulty thermostats that lead to overheated engines, short-lived water pumps, failed air conditioners, wonky sensors and servo motors, and faulty ignition coils.
The single biggest complaint involves the car’s optional 20-inch alloy wheels, which can be easily damaged by frost-heaved pavement. Replacement is dear and buyers might be wise to stay away from extremely low-profile tires. Tell us about your ownership experience with these models: Dodge Grand Caravan and Subaru Forester. Email: toljagic@ca.inter.net.