27.04.2017

Audi A6 (Audi A6) - business class car produced under the Audi brand, internal designation - "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 of the German car industry consider hundreds of offers on the secondary market. And, if you ask the fans of this brand why this particular car, because it is already old, and most of them have mileage already under 100,000 km, most of them will answer you - “After all, this is Audi, which means that the 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 should never be bought, 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 was originally index 100, but in 1994, the engineers of the design bureau from Ingolstadt, it was decided to adopt new rules for naming the model range, and, during the restyling of the 4th generation, "weaving" was named A6. Audi A6 (C6) debuted on the market in 2004. Initially, the car was produced only in a sedan body, in 2005 the model 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 traits of the Ingolstadt brand, while emphasizing the sportiness and innovative solutions of the engineers. In 2005 at the International Auto Show in Detroit, the car was awarded the title of "Best Car in the Planet".

In 2008, a minor restyling was carried out, during which the front and rear optics, the radiator grill and the front bumper were changed. Also, the rear-view mirrors have been enlarged. In the interior, changes have been made to the front panel and the multimedia system. Having held 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 disadvantages of the Audi A6 (C6) with mileage

Body... By and large, there shouldn't be any problems here. All steel elements are well galvanized, and scarlet, in principle, do not corrode, however, over time, nevertheless, they can corrode and even corrode. The front fenders and the bonnet are made of aluminum, so you can easily determine if the car has been bit. As you know, it is quite difficult to restore aluminum parts, and it is also expensive, therefore, most owners after an accident 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 the 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, you should pay attention to the windshield frame - 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 beams and the rear floor panel often come into contact with the road, therefore, the anti-corrosion layer is damaged. It would seem what problems optics can cause, but, in the case of the Audi A6 (C6), they can be quite large. The taillights often fog up and the additional tail stop may stop working altogether. The problem is corrected by cleaning and bending the contacts of the LED groups. With front LED optics, everything is much more complicated. First, there are tightness problems. Secondly, if at least one LED from the running light strip fails, then the entire strip will stop burning, as a result, the entire headlight unit will have to be changed (about 1000 cu). 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 engines are the FSI and TFSI series, which use an aluminum block with a special Silumin coating (an alloy of aluminum and sulfur), which quickly degrades when exposed to 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 cylinder bore wear; manifests itself by vibrations, extraneous noise at idle and increased oil consumption from 300 g. to 1 liter per 1000 km. Also, a failed crankcase ventilation valve can affect oil consumption.

Gasoline

In TFSI engines, turbines are not famous for their long resource, in most cases they have to be changed at a run 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, trouble with the timing chain tensioner is possible. If, in time, you do not pay attention to the diesel rumble that has appeared, the consequences will be the most sad (the pistons will meet the valves). For the 3.2 engine, in addition to the tensioner, the chain may begin to stretch to 100,000 km, in which case it will be necessary to pay about $ 1,500 for the timing belt repair. ... In the 2.4 power unit, the Achilles heel is the flap on the intake manifold, if it knocks, you will have to pay more than $ 1000 for repairs.

The most reliable among gasoline engines is an aspirated volume 3.0, but it is not without sin either. The 3.0 engine is made according to the old technology using cast iron sleeves (installed until 2008), thanks to this, the owners of cars with such a motor do not know about problems with the piston. Among the shortcomings of this motor can be noted: loss of tightness of the head gasket. Because of this, antifreeze gets into the engine (the disease manifests itself at a run 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 FSI direct injection have an unusual idle sound (clatter). This feature is due to the fact that the injectors in these engines operate at a pressure of 100 bar, instead of 5 bar in similar engines with the "old" injection system.

Diesel Audi A6 (C6)

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

Diesel engines V6 with the "Common Rail" injection system are equipped with a timing chain drive, which includes a group of chains, the replacement of which will cost a lot of money. Another disadvantage of diesel engines is the small resource of the dual-mass flywheel, in most cases it has to be changed at a mileage of 120-150 thousand km. Also, after 100,000 km, you will have to change the engine mounts and the thermostat, and closer than 200,000 km - the catalysts. When refueling a car with low-quality diesel fuel, the resource of fuel injectors, fuel injection 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 a Multitronic variator. The most reliable transmission is considered to be a mechanic, in which even a clutch, with careful operation, can serve 150-200 thousand km (a new one will cost about 500 USD). There are no special complaints about the automatic transmission, but only on the technical side. But, electronics are characterized by malfunctions (there are jerks when shifting gears and sharp acceleration). For fans of active driving on a mileage 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 a traffic jam), its resource is reduced to 70-80 thousand km. Also, the culprit is the cost of 80-100 thousand km. the transmission control unit (1000 cu) and the drive chain (250-300 cu) can serve. 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 in the secondary market there are four-wheel drive cars of this model ( Quattro). As for the reliability of this all-wheel drive system, with proper maintenance, there are 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 structure.

Suspension reliability Audi A6 (C6)

In general, the car's suspension is quite reliable, but you need to be prepared for the fact that every 100,000 km will require considerable investment in the chassis. The upper arms are the first to surrender, this happens approximately at a run of 80-90 thousand km. At about the same mileage, replacement of the steering tips is also required. Hub bearings live 90-110 thousand km (change assembled with the hub), the stabilizer struts can hold out the same amount. Ball joints (change assembled with a lever) and shock absorbers run 100-120 thousand km. Silent blocks and rubber bushings nurture 150-200 thousand km.

The rear suspension in rare cases requires intervention up to 150,000 km. The only thing that can bother you in the rear suspension is the caliper guides and pad mounting brackets (they can ring when driving on uneven surfaces). Air suspension was also installed on the Audi A6 (C6), but such instances are not often found, and thank God, since the reviews about it are not the best (low reliability, difficult repairs, expensive spare parts). The steering is reliable and usually does not cause any particular problems, but sometimes the steering effort regulator fails, which leads to a decrease in the efficiency of the hydraulic booster.

Salon and electronics

Electronics is the most problematic part of the Audi A6 (C6), and when you find out about the cost of repairs, it becomes uncomfortable (72 control units for various systems are installed in the car). For example, a seat heating control unit, its diagnostics and flashing will cost $ 100-150, and for replacing a faulty unit, you will have to pay about $ 500. The high cost is due to the 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, it is almost impossible to find a car with a mileage of 100-120 thousand km, which at least once did not understand the front panel or the door trim was not removed. 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, cleaning the reader is required (sometimes a cleaning disc helps).
• Due to poor contact on the wiring block, the quality of reception of radio waves is deteriorating. The problem is eliminated by crimping the wires.
• Possible rudder force regulator failure. The problem is manifested by a suddenly heavy steering wheel even at speed.
• The climate control system is malfunctioning (the heater valves are sticking). Cleaning of the valve block is required ($ 100-150), if the block does not help, it will have to be changed ($ 800).
• The parking system often 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 failure of the actuators (repairs will cost $ 500-700).
• On a mileage of 120-140 thousand km, the headlight range control unit fails.

If we talk about the quality of finishing materials, then 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 him all the shortcomings, you need to ride in 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 feedback that will help the readers of our site when choosing a car.

Best regards, editors AutoAvenu

Audi A6 C4 is a direct competitor to the Audi 100 as an ideal used car purchase, since these cars not only belong to the same class, but even look almost like clones. But there is a significant difference between the models, which should be known to anyone who considers the A6 as a candidate for acquisition. By the way, choosing between "weaving" and A6, they often prefer the first option, referring to the fact that it is simpler, so you do not have to suffer with electronics. We will figure out why it is worth buying the A6, what are the advantages of this model over its fellow.

Body

In terms of the body, due to the later release, the A6 is more reliable. The anti-corrosion coating is clearly more successful here. Therefore, much smaller areas of the car are captured by rust, the paint looks much fresher. Traditionally, when choosing, you should pay attention to such problem areas: arches, sills, luggage compartment, fenders, doors, including luggage.

It is also necessary to focus on the racks in various compartments of the car, since they are difficult to replace due to the very structure of the body, the complexity of welding. The good news is that due to really high-quality metal and all the same galvanizing, rust spreads slowly, so if you buy an A6 for a couple of years, then you can not even pay attention to small traces of corrosion, using it only as a reason for bargaining.

A big surprise may be that instead of a monolithic machine, you will have a real designer. Due to the fact that it is not so difficult to weld one body from 2 or even 3 different cars of this brand, it is important to pay attention to all the seams of the car. If you see large non-factory welding marks, then it is quite possible that the A6 suffered in a serious accident, after which it was collected from a variety of "donors". You should definitely check the VIN numbers on the body of the car and in the center of the engine board. Fortunately, this placement protects the room well, because there it is practically inaccessible for damage and corrosion. Naturally, the numbers must match, otherwise you will face big problems.

It should also be noted that the body structure has been significantly strengthened, the car has become more durable, it is easier to endure physical stress, and the safety of passengers is increased. Also pleased with the refinement of the struts and supports, improved vibration and noise absorption. All this makes the car more reliable and more convenient in comparison with the 100. And if you add to all the advantages of the steel body, which has just phenomenal survivability, then the A6 can be safely called an ideal candidate when choosing a used car. The main thing is that your "candidate" is as good as possible, without the need to buy any body parts or optics. So, it is practically impossible to find original spare parts, they are expensive, and analogs made in China will clearly not please you with quality.

Salon

The salon in the A6 C4 looks quite modern today. All thanks to the thoughtful design and really high quality cladding materials that are well preserved with proper care. There is also a well-thought-out arrangement of airbags, much more perfect than that of its predecessors. Almost all A6s, in contrast to the 100, can boast of air conditioning, climate control, power windows, and other signs of progress. Of course, due to old age, the systems may not work very correctly, but this will not be a reason for the failure of all options, since almost all of them are independent of each other.

The only problem can be the abundance of gearboxes, which often wear out the sensors, because of which they do not work correctly, and then completely stop functioning. Unfortunately, the location of the gearboxes complicates preventive work and lubrication, so they often have to be changed, which is far from easy due to the lack of parts. Problems with climate control can also be called a traditional problem. They are usually minor, but can still cause discomfort to the owner.

By the way, many of them can be diagnosed independently, without additional equipment, thanks to a well-thought-out control system. As a result, it cannot be said that you can count on perfectly working salon electronics, because the age of the car makes itself felt, but it is quite possible to find a car with minimal problems.

Electronics

The total introduction of electronics into all car systems has become a distinctive feature of the A6, and it clearly benefited the car. It has become much more functional, comfort and security systems, immobilizers and other miracles have appeared. But, of course, all this required a more complex design and an increase in the amount of wiring, which, at a respectable age, makes itself felt not from the best side.

The main "disease" can be called the electrician responsible for engine control, door wires, and wiring under the hood, but these problems do not cost much. It is worth noting that in terms of electronics, "weaving" is not so problematic, because the wiring on it is much simpler, but the functionality is much more modest. If you like comfort, then this is another reason to choose the A6 C4, and not the 100.

Suspension, brake system and steering unit

In terms of brakes and the ABS system, the A6 also wins, despite the fact that both models are relatively problem-free in this regard. But due to the fact that the A6 C4 is newer, the wear on this car is less, which gives it greater reliability. Of course, all this is true only with normal maintenance, because if the car was not taken care of, then the pipes and hoses will necessarily rot, the calipers will wedge, and there is no need to talk about any reliability. Problems with the ABS are usually caused precisely by the age of the car, because the wiring often requires re-soldering from specialists or its complete replacement due to contact faults.

The unambiguous strength of the car is the suspension, which can go through any test if you take good care of it. Front-wheel drive cars boast the much-vaunted MacPherson strut up front, and there's a beam at the back that never gets a problem. The anti-roll bar is used as a front arm, which only adds to the reliability of the system. He may only have problems with silent blocks, but this can affect only comfort, but not the practicality of the suspension.

The steering unit also cannot be called problematic, because everything is simple and reliable here. Problems traditionally can occur only with the rail, which breaks down solely under the influence of time. The same can be said about the power steering, because here the wear concerns leaks in the tubes, as well as corrosion of various parts of the system, which is explained by the extremely long operation. We recommend that you examine the power steering well for leaks, since troubleshooting can be costly.

Transmission

Both front-wheel drive and all-wheel drive A6s rarely have any problems with the transmission, since in these cars the system is really reliable. The problem areas are CV joints, which require additional attention and regular maintenance. Well, in 4x4 cars, in addition to the above, you often need to change the oil in the center differential, and the CV joints are also added to the rear axle. But, if the car was looked after regularly and efficiently, then none of the parts of the system will create significant trouble for you.

Cars on the "mechanics" practically have no weak points, except perhaps the clutch and flywheel of a two-mass type (although the latter has already been replaced by a standard one on almost all cars). Of course, if the car has a tremendous mileage, then it is advisable to properly service the whole box: disassemble, clean, lubricate, etc. Usually, only cars with powerful cars have questions about the transmission, and if you want to take the A6 C4 with an engine of 2.6 or 2 liters, then you don't have to worry at all, because because of the lower torque, the transmission system practically does not lend itself to negative influences.

But the "automatic machines", which in the 100th model were represented by the ZF 4HP18, which did not cause any complaints, in almost all versions of the A6: were replaced with a system made by Audi itself: 01N. Both boxes are highly reliable, thanks to which machines on "automatic" machines were so popular, their weak point can only be called differentials. But if you buy a car at an age, then this reliability becomes, rather, a minus. The fact is that the ZF 4HP18 and its later brother work fine even when half of the system is out of order or turned into dust.

For 01N, this is, to some extent, not so relevant, since many parts there began to be made of plastic, as a result of which the need for replacement became more frequent. But, nevertheless, if you buy A6 C4 on the “automatic” and the box is still working, it does not mean that you can relax. It is worth immediately going to the workshop and properly servicing the automatic transmission. Then you can rejoice with peace of mind in the excellent operation of the gearbox, knowing that it is fully functional and serviced. Fortunately, repairing both automatic transmissions is not too expensive. Besides, there are quite good analogs. For the ZF 4HP18, it is possible to replace it with a more modern 5HP19FL, and the 01N can be easily replaced with an automatic transmission from Volkswagen, which is still common.

Engines

Almost all A6 engines inherited from the "hundred", but clearly preserved better due to greater freshness. The weak point of motors can be called hoses, which, if not replaced in time, lead to serious damage to the motors. The hardware itself is excellent here, so the engines are often quite well preserved even today.

So, eight-valve two-liter motors are quite good and reliable, they rarely require significant repair work when purchasing. The 2.3-liter five-cylinder engine is much more problematic, and very outdated, so you may have problems even with repairs. The best option can be called V6 engines with a volume of 2.6 and 2.8 liters. With them, you only have to think about replacing the timing belt, everything else is quite reliable and modern. In addition, these motors do not require high fuel consumption at all, which is also a huge advantage.

New for the A6 C4 are 2 petrol engines: V6 1.8 and 2.6 liters. They remained relevant for Volkswagen and Audi cars for a long time, so there will definitely be no problems with their maintenance. The disadvantage of such motors can be called a fairly quick oiling, so they need good care, but they will delight you with excellent speed and good dynamics. Also, diesel engines did not remain without updating, because 1.9 and 2.5 liters engines appeared. They have a tremendous resource, but problems with repair work may arise due to the low popularity of diesel engines in Russia.

Output

As a result, we can say that the Audi A6 C4 is an excellent car that you can safely buy used. At the same time, it retained the dignity of the "weave", "refreshed" them and supplemented with more modern solutions. But you need to be very careful when choosing a machine, since a high resource can hide big problems from you in various systems. Study the car thoroughly before buying, and then you can get a really good used car!

Modifications of the Audi A6 C4

Audi A6 C4 1.8 MT

Audi A6 C4 1.8 AT

Audi A6 C4 1.8 quattro MT

Audi A6 C4 1.9 TDI MT

Audi A6 C4 1.9 TDI AT

Audi A6 C4 2.0 MT

Audi A6 C4 2.0 MT 116 hp

Audi A6 C4 2.0 AT

Audi A6 C4 2.3 MT

Audi A6 C4 2.3 AT

Audi A6 C4 2.5 TDI MT

Audi A6 C4 2.5 TDI AT

Audi A6 C4 2.5 TDI MT 140 hp

Audi A6 C4 2.5 TDI AT 140 hp

Audi A6 C4 2.5 TDI quattro MT

Audi A6 C4 2.6 MT

Audi A6 C4 2.6 AT

Audi A6 C4 2.6 quattro MT

Audi A6 C4 2.6 quattro AT

Audi A6 C4 2.8 MT

Audi A6 C4 2.8 AT

Audi A6 C4 2.8 quattro MT

Audi A6 C4 2.8 quattro AT

Audi A6 C4 2.8 MT 193 hp

Audi A6 C4 2.8 AT 193 hp

Audi A6 C4 2.8 quattro MT 193 hp

Audi A6 C4 2.8 quattro AT 193 hp

Classmates Audi A6 C4 by price

Unfortunately, this model has no classmates ...

Audi A6 C4 Owner Reviews

Audi A6 C4, 1995

I never wanted or thought about Russian cars. About 10 years ago, I fell in love with the logo and this particular model. When choosing a car, it began, of course, to be based on practicality, operation and safety. I was glad to see in the ranks "price, quality, operation" - her. And how I look in it! A fragile girl, in a big car. And now, dreams come true. Three years ago she became the owner of her Audi A6 C4. This is a car with character, I can tell you. We found a common language and understand each other. She never ceases to please me. And in winter, outside the city, in frost -34, Audi A6 C4 starts up the first time. I was pleasantly surprised, but I also felt sorry for her. Despite the fact that she is already 16 years old, she works like a clock, although she is quite old. I don't know any problems with her. With the acquisition of Audi, I made many friends and good acquaintances, joining the Audi club. I have never regretted choosing this car.

Advantages : very playful, instantly responds to the accelerator pedal. Large and comfortable salon. Roomy. Iron "indestructible" suspension, which is a huge plus for Russian roads. The engine, as far as I know, belongs to the "millionaire", and despite the mileage of 340 thousand, it works quietly and without interruption. Operation is not much more expensive than Russian cars. During the time that I own it, I basically changed only "consumables". Galvanized body, which is now not found on every foreign car. And soundproofing is just a fairy tale.

disadvantages : with such an engine, of course, high fuel consumption. The oil began to eat, but not much. Cornering handling, of course, leaves much to be desired. Well, the external lighting of the Audi A6 C4 does not suit me, it is very dim, but you can fix it.

Inna, Perm

Audi A6 C4, 1996

I am still satisfied with the Audi A6 C4 (I have owned it for 5 years), drove almost 150,000 km on it, during this time there was not a single critical breakdown. The first 4 years of MOT took place without any complaints at all (you cannot buy it in a "finca", so everything is fair, and most interesting is what happened to the car after each year of operation). I changed the consumables myself or with a friend in the service, all replacements are predictable, there were no special surprises. The car, in general, it seems to me, is more suitable for long trips. A strong, high-torque motor perfectly keeps the speed range from 70-150 km / h without noise and "tension" at 6 speeds. On the road, you practically never get tired, and fuel consumption is generally ridiculous for a car with a gross weight of more than 2.0 tons - only about 6 liters per 100 km, and average, and if you want to drive economically, then I put 80 km / h on cruise control and a flow rate of 4 l / 100km. Moreover, this diesel engine has an interesting trick, revolutions up to 1700 - a normal diesel, and after that it accelerates so dashingly, it takes your breath away, although I don't twist more than 3500 rpm, diesel does not like it. From the previous owner got 17-inch wheels and low-profile tires 225/40, original 195/65 R15, and even springs and shock absorbers were changed for sport ones and something else related to fast driving and handling.

I will write what was done and changed (I probably don’t remember everything): I changed the oil every 10,000 km, although in the “finca” I noticed that they change it less often and not systematically (probably, it depends on the owner), how many times I asked, so many opinions : once a year, once every 20,000 km, until it darkens or “I don’t change it at all, I just refill it. I changed the front and rear pads, front brake discs, anthers on the CV joints, oil in a box, air conditioning service. Quite expensive repairs (for me) came out when replacing the timing belt, only spare parts came out about 1000 euros, not counting the work. Not from service breakdowns: replacement of the right headlight 250 euros (when leaving the highway, I did not notice that the car in front of me stopped completely, so I drove it straight into the hitch, it’s nothing, but I was left without a headlight. For 5 years I have already changed two batteries ...

Advantages : in the text.

disadvantages : in the text.

Vladimir, Moscow

Audi A6 C4, 1996

Audi A6 C4 purchased in the Moscow region in mid-2010. I looked at a bunch of options in Moscow, but all of them were “killed”, without suspension, with defects, I would have to invest more (decently). When I no longer hoped, an option appeared in the Moscow region, I sat down and drove off, having looked, I liked it, sent for diagnostics, it was well preserved for her age. Because before that there was an Audi 100-2.6 in the 45 body, I was looking for it with a 2.6 engine, more precisely a V6, of course I wanted a Quattro, but unfortunately I could not find it.

Audi A6 C4 is not expensive to maintain, so I probably like it. The suspension is reliable, does not require any special interventions. Quite soft, swallows holes, holds the road well, even if 200 km / h. The engines are reliable even with high mileage, there is no extraneous noise in the cabin even at high speed. The driver's door and trunk did not open with the key, disassembled, looked at them, eliminated the malfunction and put them in place - they opened and closed. Didn't change anything significantly. So, on the little things (consumables). I like how the racks are made on the Audi, replacing cartridges is a matter of minutes.

After Volvo, it's unusual to ride on it, there are a lot of uncomfortable things, but you get used to it over time. Audi A6 C4 is "stuffed" with electronics, which sometimes only interferes, in comparison with Volvo. The interior is velor, and my brother somehow also had an A6, so he had an electrically driven Recaro and pillows that extend under the knees like the S6, heated seats and much more, in general, super.

Advantages : handling, cross-country ability, available spare parts, easy to repair.

disadvantages : the partition in the trunk, the battery in the passenger compartment, the seats do not fold.

Ruslan, Samara

Audi A6 C4, 1997

A friend of Audi A6 C4 has 12 years in the same hands, mileage 480 thousand km without breakdowns (scheduled maintenance does not count). I bought a car with a mileage of 300 thousand km in 2012. There were fears that the race was not native. During the revision of the drives, it was found that they were native. Also there were native non-working front racks (one killed in the trash). Which is indirectly confirmed by the mileage. The car is 18 years old this year. Absolutely everything works flawlessly. Children's sores were eliminated, the temperature sensor did not work, it is treated by heating the connector with a soldering iron. Removing and disassembling the dashboard took 20 minutes with repairs. Frequent illness Audi A6 C4 - climate control works every other time. We also heat with a soldering iron for 20 minutes of repair and go. A leak was found from under the pump and attachment bracket. Ring original 60 rubles 4 hands and 4 hours of work and you're done. It was decided to replace the gasket under the oil filter mount, it is also a radiator, the gum costs a penny. Measurement of oil pressure on ADR motors, etc. is done after the oil warms up to 80 degrees, everything turned out to be fine with my Audi A6 C4. Compression to cold 12 something, to hot (all 13.8, one 13.6), I was in shock, 18 years old car and 300 thousand mileage. Carried out a full audit of the Audi A6 C4 from lighting to the braking system. The rear cylinder was jammed (illness) due to acidification of the parking brake drive. The rear door pneumatic actuator did not work, the new one was 1500 rubles. Everything else is routine maintenance. In my opinion, the simplest and most reliable car of any breakdown is 340,000 normal flight.

Advantages : comfort. Ease of maintenance. Low cost of service. It has no serious design flaws. High mileage resource reserve. Strong body. Sturdy, simple, non-killable suspension.

disadvantages : ADR head. Hydraulic chain tensioner.

Alexey, Rostov-on-Don

Audi A6 C4, 1995

Exterior - the twenty-year-old Audi A6 C4 looks quite modern. Those who are not in the subject (mostly girls) often ask if it's new. Comfort - it runs smoothly on bumps, does not sway, does not roll in turns and does not rock people. The climate and athermal glass are saved in the summer, in the winter the stove drowns from the heart, at -25 it is quite possible to warm up 15 minutes before sitting in a T-shirt. All controls are in place, everything that is possible is regulated. I have never experienced muscle pain or discomfort. Safety - ABS and brakes saved my life two times, when inattentive citizens jumped out from the "secondary" under me. There are airbags for the driver and passenger, but how they work - fortunately it was not possible to check, I hope everything is in order. Reliability - age takes its toll. If the suspension elements, belts and rollers, tires and gaskets can be changed in advance - by mileage or condition, then death on the fuel pump or clutch track comes quite suddenly, and turns into problems. For a little over 2 years, I drove about 50 thousand mileage, and during this time I had a chance to invest 100 thousand in repairs (along with work) - this is a clutch, a gas pump, a timing repair kit, a radiator, a reservoir, discs, pads, bearings. What is remarkable - when the oil sensor clogged, it turned out that it was still dear. And so with many of the removable parts. It is gratifying that they have worked for 20 years, it is not gratifying that because of this no one changed them and their resource may end in your hands. But what is replaced - after that it works for more than one year. Driving performance - excellent on the highway, gorgeous in a clean city, normal on bumps, sad in pits, trouble in snowdrifts. You can look for a four-wheel drive - you will be less likely to get stuck in snowdrifts, but the Audi A6 C4 SUV will not do it - the bumpers will constantly remain in the snowdrifts.

Advantages : dynamics. Smooth running. The spaciousness of the cabin. Luggage capacity. Interesting exterior. Comfort. Small things do not pour. Starts up in any frost.

disadvantages : small clearance. Long overhangs. Sudden unpleasant breakdowns. There are few services that understand V6 engines.

Ivan, Ryazan

Audi A6 C4, 1995

I had a 1995 Audi A6 C4, 2.0 liters, 115 hp. I bought it for 230 thousand rubles. a friend who took good care of her, so there were no problems. I drove on it for exactly 1 year. The car has great looks and a cool leather interior. The ride is very comfortable, excellent sound insulation, climate control, power steering, power windows, and only the front ones. So, I want to say this: the car is beautiful, reliable, comfortable, excellent handling and all that. But there is one point. Motor 2.0 115 hp weak. 2.0 for such a machine is complete nonsense. She's not going. You push the gas to the floor and nothing happens. I don't understand how you can put such a bad engine in such a car. It seems to be a representative class. And if you turn on the air conditioner, then in general trouble. But my father also has an Audi A6 C4 only Avant, but his 1.8 engine has 125 hp, and so it goes perfectly. The 1.8 engine is cool, you press on the gas, and the car goes, it gains much better, straight, you can feel the power. Do not think, my engine was in order, it is simply "dead" by itself. It only fits Audi A4. And the climate control is also not very good, even if you set the manual mode, it still magically changes the temperature and blowing power by itself. Yes, I remembered something else, there is one detail that simply does not fit into my head. This is the passenger side rearview mirror. Hands would be torn off to the one who made it. It's just awful. It is so terrible that it can only be described with foul language. It spoils the whole look of the car. It looks like a stump of a normal mirror and is perhaps the worst thing about the Audi A6 C4. If you can close your eyes to everything else, then you cannot. In general, I rode on it for a year, and it pissed me off at the end. I sold it and do not regret it. Now if I buy an Audi A6 C4, it will be with four-wheel drive and an engine of at least 2.8 liters.

Advantages : design. Comfort. Safety.

disadvantages : weak 2-liter engine.

Evgeny, Rostov-on-Don

Audi A6 C4, 1997

Before the Audi A6, C4 was Ford, broke down constantly, sold it and knew for sure that I wanted exactly this. Bought for 295 thousand in 2010 in January without a run across the Russian Federation. Exterior and interior ideally. Was ready for repairs, did not frighten. He knew what would have to be done, but he knew the prices for everything. I will not describe everything in detail. I changed the entire suspension, all belts, air conditioner bearing, radiator, thermostat. For everything together with work about 40 thousand. I love when everything is ideal. For 2 years I just enjoy it, everything is still walking, nothing needs to be done. The car is super. The appearance is still relevant, it is quiet and comfortable inside, it feels like everything is solid and reliable. The climate works perfectly, very high, excellent cross-country ability and controllability, the suspension, despite its simplicity, is very soft. A big plus - a tank of 80 liters, enough to go there and back to the Baltics without refueling, a minus - non-folding rear seats. And most importantly: the car does not fall in price at all. They constantly ask to sell, give from 350 to 380, but now there is nothing to buy. I drove new cars - not very much, carts with a steering wheel and wheels. Or the price tag for the content is prohibitive. I don’t sell it, I go and rejoice. The only thing you want is the same, but 2.8 on the machine. In short, you sit down in it and feel that everything is real. I recommend, but there are very few good ones left. Do not spare money in the beginning and you will ride happily ever after.

Advantages : very inexpensive service. Large salon. Galvanized body. High ground clearance. Doesn't get cheaper.

disadvantages : The rear seats do not fold down. Very rarely found in a rich set.

Konstantin, Pskov

There are even fewer claims to the brakes than on the "hundred": the age is more sparing, and the system with the obligatory four-channel ABS is more reliable. As a result, the resource is quite sufficient, to say the least. Although, of course, years and service take their toll. Rotten brake pipes, hoses, and jammed calipers aren't such a big surprise, but the solution is relatively inexpensive.

The ABS usually suffers from the electrical part: contacts in the block are broken. Either the replacement of the electronic part, or its soldering by people specially trained for such work, helps. I'm afraid it won't work at home with a soldering iron.

The suspension is as simple and reliable as its predecessor. Front-wheel drive cars have an almost eternal beam at the back, MacPherson strut in front, and an anti-roll bar acts as a front lever. With this design, the suspension quickly loses its noiselessness, but it still runs for a long time. The main weak point is the silent blocks of the stabilizer lever. However, when buying a car, there may be enough surprises of a purely resource nature if the owner openly “scored” for repairs.

There are almost no problems with the steering. The rail is reliable and most often suffers from trivial wear and tear in the central part. And the power steering system - from corrosion of pipes and leaks associated with them. But this does not mean that you can relax when buying. The price of a new rack and pump is quite high, and the chances that the previous owner added liters of ATF per month to the current system and changed the pump to a used one before the sale are quite real. Check the system carefully for leaks, otherwise everything will have to be repaired at your own expense, and this expense will be solid.

Transmission

On this part, there are no or almost no surprises. Everything was done with a good margin of safety, and neither front-wheel drive nor all-wheel drive cars are a hassle.

Rear propeller shaft

price for original

119 239 rubles

Of course, all-wheel drive vehicles, in addition to the CV joints of the steered wheels, which need to be monitored in both directions, also have CV joints of the rear wheels, a propeller shaft and a gearbox, and the center differential does not like dirty oil very much - the replacement is shown “the more often the better”, but 40-50 thousand at a decent age will be just. However, in most cases, the presence of these elements can be forgotten for years.

For cars with manual transmission, you will only have to think about the condition of the clutch and the dual-mass flywheel where it has not yet been replaced with a conventional one. Yes, with runs for half a million, the box usually already requires cleaning, checking, replacing synchronizers and many oil seals. Especially a lot of oil leaks are due to the oil seals of the shift mechanism. Difficulties with the resource are mainly characteristic of powerful engines of 2.2 and 2.8 liters and for diesel engines of 2.5. The rest of the motors, due to the lower torque, handle the transmission more carefully.

With the automatic transmission of the A6, the situation has changed slightly in comparison with the "weaving". The rather expensive (and high-quality) ZF 4HP18 on front-wheel drive cars was replaced with an automatic transmission of our own design. Automatic transmission 01N by this moment "brought" to a level when it could withstand the moment even of V6 engines, and in such a situation they tried to avoid buying transmissions on the side. The number of cars with ZF boxes has dropped significantly - in fact, it remained only with all-wheel drive cars in the Quattro version. But still, this automatic transmission deserves our attention here.

The later versions of the ZF 4HP18 are an example of the most reliable transmission with the classic control system based on the governor. Unfortunately, the age and mileage of the cars guarantee high wear of the boxes. Surely over the past years, someone drove a car, someone did not change the oil, someone poured the wrong one, the car overheated, oil seals and gaskets were leaking ... In general, the box hardly came out without repairs, and given their rarity , you cannot count on a contract unit.

4HP18 is a case where high reliability plays a cruel joke. The box shows amazing survivability: it rides even when there is only enough pressure to turn on the third gear, it tries to soften even hard shocks and holds on to the last without oil. Therefore, they are thrown into such a way that there is nothing to repair. Although a good owner, who, for a run of 300-400 thousand, could do with replacing the rubber bands, repairing the oil pump, checking the piston D and worn out individual clutches.

The box is surprisingly easy to repair. If she still drives, then do not delay with repairs: it will come out inexpensively, and most likely, the unit will last a long time. Well, if it is already dead, then you can introduce a non-native five-speed 5HP19FL, since it has versions without a CAN bus. However, they are also slowly becoming a deficit, you will have to look for a valve body and a control board from these automatic transmissions and mechanics from newer boxes.

The situation with the already mentioned Volkswagen automatic transmission of the 01N series (aka 097) is somewhat simpler. This chetyrehstupka was put in many places and is still produced in China, where old locally assembled Volkswagens are in great honor. A somewhat weaker design than the ZH 4HP, the design benefits from maintainability. In addition, it has electronic control, which allows you to slightly reduce the risks of damage to the main "hardware".

But everything said about the ZF is true for the 01N as well. With age, everything breaks down - surely someone did something wrong, and the runs are already such that it is time for the boxes to go through at least one or even two repairs. For runs of 180-250 thousand, you usually need to replace the linings, he is actively working here with a lock. After 300 thousand mileage, the valve body of the gearbox, oil pump and all seals almost always require cleaning and repair.

The active use of plastic in the design of this automatic transmission makes the mechanics and electronics of the box very sensitive to overheating, and the 01N is very prone to them in age. Fortunately, there are spare parts, and the box is rarely rolled "to zero" - it does not allow this. The mechanics are relatively reliable, the electronics are fairly simple. Although, in comparison with the "weaving", there are already more expensive and complex valve bodies and more purely electrical failures due to loops, sensors and solenoids.

And do not forget to check the oil and the condition of the differential: it is rather weak in these boxes, and new parts are expensive. If the automatic transmission is still badly worn out, then the chances of finding a contract unit in an acceptable condition are, and not bad.

Finally - a couple of banal, but not losing their relevance general recommendations. All automatic transmissions will not be damaged by a reinforced cooling radiator, an external oil filter and frequent oil changes. You can change it every 30 thousand - it's inexpensive.

Motors

The bulk of the engines remained the same as on the Audi 100 C4. Classic four-, five- and six-cylinder engines with two valves per cylinder, very "iron" and well adapted to harsh operating conditions.

Timing belt AAR 2,3E

price for original

3 189 rubles

True, almost all "fours" have difficulties with control systems of a purely age nature (I talked about them in detail in the article about), but they are quite solvable.

The age of the machines is now such that a lot depends on which elements of the cooling and lubrication system have been replaced. Hoses and plastic require replacement, and the state of the "iron" of the motors depends on them. Provided proper maintenance, many motors can survive to this day without overhauls, but this is unlikely. The runs before replacing the piston group and repairing the cylinder head are usually about 300-400 thousand, and most of the cars have gone much more. And don't look at the odometers: they wind them regularly, and no one knows how many times.

Motors with a volume of 2 liters with eight valves of the AAE and ABK series are deservedly considered simple and very reliable. Especially AAE with its mono injection system. The Digifant injection on ABK is somewhat more complicated and often has many worn out elements with a considerable price. The increase in power here is negligible - it is in any case insufficient for a heavy machine.

With a 2.3-liter five-cylinder AAR engine, there was already a KE-III Jetronic injection system and a VEZ ignition system - solutions from the "last century". For ten years the cars worked perfectly, but now few people undertake to diagnose and repair these systems with high quality - there is simply not enough knowledge, and the original components are expensive. Due to malfunctions in the power supply system, fuel consumption increases greatly and dynamics decreases. So LPG on cars with this engine is very often met as a replacement for the original power system.

Almost all engines with old control systems have very expensive sensors and difficulties with tuning the "native" injection systems. And folk art is not asleep: you can purchase components of invent-Jetronic systems or "Viners sensors" to replace the entire injection systems or individual components. The installation of the January control system from VAZs is also widely practiced. You will laugh, but against the background of the German old school, domestic ECUs turn out to be quite modern and suitable for installation with the correct settings.

However, the best choice for the A6 C4 is the V6 engines of the ABC and AAH series with a volume of 2.6 and 2.8 liters. Reliable, simple and with a very durable control system, they have a resource greater than that of "fours" and "fives", with a little appetite. Of the unsolved problems - only the poor design of the pump and the relatively small resource of the timing belt: it is recommended to change it every 60 thousand kilometers. And watch out for oil leaks very carefully, the motor is prone to them.

In addition to the "oldies" on the A6, there were also two new gasoline engines. They are already familiar to regular readers of my reviews. Downsizing by the standards of the 90s, the 1.8 ADR series engines, as well as the V6 2.8 ACK series, will be installed on Audi and VW cars for many years in various versions.

The line of engines of the 1.8 series EA113 with 20-valve cylinder heads began with ADR. This is a slightly complicated version of the ACE motor from "weaving". There is a more complex cylinder head design, but it also uses a timing belt to drive the exhaust camshaft and a chain between the camshafts to drive the intake.

The control system is completely new, electronic, but so far with one ignition module. The resource of the piston group is more than sufficient, about 350-500 thousand the engine can pass without overhaul. But it is worth monitoring the oil pressure, the condition of the oil pump and especially the cooling system. Leaks are a very common malfunction, especially the tee leaks on the back of the cylinder head, where the temperature sensor is installed, and the oil heat exchanger leaks.

Watch for the presence of an emulsion in the oil and try to change the oil at most once every 10 thousand kilometers - the engine is sensitive to its cleanliness. When replacing the timing, do not forget about the chain: it can also jump if you do not pay attention to the condition of the tensioner. By the way, it is quite expensive, and non-original parts have a small resource, about 30-50 thousand kilometers versus 200 for the "original". The characteristic noise of the chain, well audible in the cabin, is an expensive repair.

The crankcase ventilation system is complex and not of the best materials. As a result, its metal tubes coke from the inside, and the rubber hoses sprawl. The crankcase ventilation valve often loses its "fungus" - it flies into the intake, after which the oil consumption increases several times, and the part itself can damage the cylinder head valve.

In general, the main problems of the 1.8 engine are associated precisely with oiling, dead wiring and banal wear. In general, it is an order of magnitude more stable than the old series of engines, it tolerates age well, and its power is quite decent. In practice, the 1.8 engine is much faster than the 2.3 “five” and can compete with the 2.6 V6 with much lower fuel consumption.

The V6 2.8 ACK series has about the same complexities and features. The cylinder head here, too, has five valves per cylinder, also with a chain at the rear, connecting the intake and exhaust camshafts. Both the tensioners and the chains are exactly the same as 1.8, only there are twice as many of them.

And oil leaks on it are an even more serious problem. The ventilation system was not well calculated, and oil from under the plastic valve covers easily got into the exhaust system.

But in general, this is an excellent motor with a very good resource and power reserve. It is the best fit for a fairly heavy machine. Although in service staff, the new V6 is still noticeably more expensive than the older "sixes", significantly surpassing them in efficiency.

Of the diesel engines, the appearance of the four-cylinder engines 1.9 1Z and AHU and a new version of the in-line "five" 2.5 AEL series with a capacity of 140 hp can be noted. Diesel engines of this generation were very successful, although the 90-horsepower engines for the A6 are frankly weak. The resource of such engines is still beyond praise, they have fans, but in Russia they are very poorly distributed.

To take or not to take?

Whatever one may say, but the first A6 is an extremely successful car. She took the best from the old "weave", but added a little more comfort and new, more reliable motors to it. Given their slightly younger age, these cars are a very desirable purchase.