The sedan model in the new Audi A6 5th generation is presented officially on the last day of winter 2018. The world premiere of the new Audi A6 (C8) is timed to coincide with the auto show.

Price

Sales of the new generation of the Audi A6 sedan will start in June 2018 in the company's native German market. price from 58,050 euros for the diesel version of the Audi A6 50 TDI quattro with a 3-liter 286-horsepower turbo diesel, supplemented by the Mild Hybrid system and 8 automatic transmissions. The cost of the petrol modification of the Audi A6 55 TFSI quattro equipped with a 3.0-liter 340-horsepower turbocharged "six" with the Mild Hybrid system in the company with a 7-speed "robot" S tronic has not yet been announced.

It is worth noting that the new generation of Audi A6 will also receive less powerful 2.0-liter gasoline and diesel engines, front-wheel drive as standard. The novelty will enter the Russian market, but a little later, towards the end of 2018. By the way, in the fall, and perhaps a little earlier, the Germans plan to present its all-terrain version of the Audi A6 allroad quattro.

The sooner the new Audi A6 goes on sale, the better for the Ingolstadt-based company. For the simple reason that the predecessor is sold very badly. At the end of 2017, Russian motorists purchased only 3,017 copies of "a-sixths", while 4906 cars were sold, and 5708 copies. A similar situation is in Europe and America, where the Audi A6 found, respectively, slightly more than 79,000 buyers and 16,300 fans, while the sales of its main competitors are strikingly higher: the Americans bought a little more than 41,000 BMW 5-series and almost 51,000 Mercedes E-class, however, taking into account the model and the Europeans bought more than 110 thousand BMW fives and 128 thousand sedans, station wagons, coupes and convertibles Mercedes-Benz E-Class.

So the new generation Audi A6 arrived in time and will try to rehabilitate itself for the failure of its predecessor. Interestingly, while creating the new generation A6, the Audi team tried to make the new product as cool and competitive as possible for a successful confrontation with the BMW 5-Series and Mercedes-Benz E-Class. It is especially worth noting that the new generation Audi A6 is almost an exact copy of the senior Audi A7 Sportback model (modular platform MLB Evo, powerful engines with the Mild Hybrid system, interior, equipment and security systems) and comes close to the flagship of the German brand, the sedan Audi A8 ...

Exterior

The exterior design of the body of the new A6 sedan may not be as striking as that of the soplatform Audi A7, but clearly better than that of its predecessor model with its actually boring and dull appearance. The front part of the car body is purposeful and formidable thanks to the presence of a massive false radiator grille, stylish and strict all-LED headlights, as well as a powerful bumper with pronounced air intakes and aerodynamic elements.

On the side, the body of the new Audi A6 sedan demonstrates the muscular body of a sprinter with pumped up muscles, as if trying to break through aluminum fenders and doors (the hood, trunk lid are also made of aluminum, as well as the support cups of the front suspension). The body of a 4-door sedan with all its appearance hints that we have a sports sedan that can easily accelerate to 100 km / h and gain a maximum speed of under 250 km / h. A long and sloping hood, a strong slope of the windshield frame, sports rear-view mirrors with support legs, a domed roof, a high sill line, compact side glazing, circular cutouts of wheel arches, powerful ribs on the front and rear fenders, neat stern - a handsome man, what add something else.

The rear of the Audi A6 (C8) sedan has been rewarded with impeccably stylish LED position lights, interconnected by a chrome beam that cuts through every dimension almost completely from edge to edge, a neat luggage compartment lid and a strict bumper.

Having changed the generation, the "a-sixth" boasts improved aerodynamic characteristics than its predecessor (it was 0.26 Cx, now 0.24 Cx) and slightly increased overall dimensions of the body. The increments, perhaps insignificant, are observed in all directions: in length by 7 mm, in width by 12 mm, in height by 2 mm, and the distance between the axes has increased by 12 mm.

• External dimensions of the body of the sedan Audi A6 2019-2020 are 4939 mm long, 1886 mm wide, 1457 mm high, with a wheelbase of 2924 mm.

Salon

The interior of the new A6 sedan from Audi is an exact copy of the interior of the Audi A7, as they say, down to the smallest details. Audi developers and builders did not bother to create an original interior for the sedan, but simply took the finished interior from the older model. So what we have in front of us is a modern, highly functional, stylish and high-quality interior with almost complete absence of physically controlled buttons and switches.

In the presence of a virtual instrument panel with a 12.3-inch screen, a center console deployed towards the driver with two touch screens (the upper 10.1-inch is responsible for the media system and auto settings, the lower one with a diagonal of 8.6 inches for entering the test and controlling the climate -control), comfortable and comfortable seats for the driver and front passenger, as well as a cozy and welcoming back row.

The list of options includes a head-up display, four-zone climate control, multicontour seats for the first row with heating, ventilation and massage, heated and ventilated rear seats, adaptive cruise control, operating using five radars and five cameras, twelve ultrasonic sensors and a laser scanner ( the car literally sees everything and everything around, and the technology even allows you to equip the new generation A6 with an autopilot of the 3rd level), LED contour lighting of the cabin with a choice of 30 glow color options, leather trim, interior decorative elements made of natural wood, aluminum and even carbon fiber.

The trunk of the new generation of the Audi A6 sedan with the standard position of the rear seat backrests will readily accept 530 liters, which is identical to the volume of the trunk of its predecessor.

Specifications

The new sedan Audi A6 is built on the MLB Evo trolley, like the older model Audi A7 Sportback. So buyers have the right to count on as many as 4 suspension options (3 options with springs (standard and sport, as well as adaptive with electronically controlled shock absorbers) and the most advanced pneumatic with self-adjustable shock absorbers), an adaptive steering mechanism that can change the gear ratio from 9.5 : 1 to 16.5: 1 with electric booster, disc brakes on all wheels (front brakes with fixed caliper), front-wheel drive in the base and quattro ultra all-wheel drive system (rear wheels connected by means of two visco clutches) offered at a surcharge or at as standard equipment for the powerful versions from which Audi began promoting the new A6 sedan.
From the start of sales, the new generation of the Audi A6 (C8) sedan will be offered to customers in two versions - the diesel Audi A6 50 TDI quattro and the gasoline Audi A6 55 TFSI quattro. These modifications are equipped with the advanced Mild Hybrid system based on a belt-driven starter generator and a 48-volt lithium-ion battery. The system is able to provide fuel savings of 0.7 liters per 100 km, shutting off the engine in traffic jams and when coasting. During 2018, Audi will also offer less powerful 2.0-liter engines for the new generation of the A6 sedan.

The diesel Audi A6 50 TDI quattro is equipped with a 3.0-liter turbo diesel V6 (286 hp 620 Nm) paired with 8 automatic transmissions, the manufacturer's declared diesel consumption is only 5.5-5.8 liters.
The petrol Audi A6 55 TFSI quattro is equipped with a 3.0-liter turbocharged V6 (340 hp 500 Nm) in the company with 7 S tronic. A powerful gasoline engine allows the sedan to accelerate from 0 to 100 km / h in just 5.1 seconds and easily gain a maximum speed of 250 km / h, limited, by the way, by electronics, fuel consumption in the combined driving mode will be, according to the manufacturer, 6.7-7 , 1 liter.

Tuning Audi A6 and tuning Audi C6 these days ...

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The car Audi A6 and Audi S6 was also not deprived of similar attention from manufacturers of various kinds of tuning and tuning studio. At the moment, you can find a large number of tuning parts, with a slight restyling, or vice versa with a huge change for a sporty look. Therefore, there are no problems in choosing parts and spare parts, and in general, tuning the Audi A6 and tuning the Audi C6 at the moment.

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What is tuning the Audi A6 and tuning the Audi C6 is mainly a light styling of the exterior with the help of small spare parts (overlays on the bumpers and sills, replacing the muffler with a more bass sounding one and installing wheel disks) that completely change the appearance of your Audi A6 and Audi S6. The above three actions are what will give the car even more personality. And this is what every Audi A6 and Audi C6 owner should do, for whom the car is something more.

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

The new A6 in the body, designated 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, replaced the entire line of engines. No less changes have taken place inside: the MMI multimedia system is only the visible part of the iceberg. The many times 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.

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

In the photo: Audi S6 and RS6

In the process of restyling in 2008, the car seriously changed its appearance, electronic filling and the line of motors. And immediately she managed to light up in a scandal with recalling cars with a 3.0 TFSI engine in several stages, whose piston group literally "gorged" not just quickly (which the owners were already used to), but very quickly. Fortunately, a pleasant surprise was in store for the Russian owners, having left in the range of engines a three-liter V6 of the old reliable 218 hp series. pp., which, along with the 3.0 diesel engine, looked simply amazing against the background of extremely problematic more "perfect" engines with their "oil", failures and even fires. However, let's take a closer look at everything.

Body and interior

Audi in this body really almost does not rust - the oldest cars are just getting spot 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 collapses over time, turning into a white powder. The robust body structure does not allow any particular liberties: the subframes are as strong as the side members and attachment points. Unless the trunk floor and floor spars suffer - the car is low, and contact with curbs and other obstacles often occurs among not very neat owners. Outwardly, this is invisible, 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 - there may be damage to the paintwork, and the condition of the joint sealant in the engine compartment of cars with V8 and diesel V6 engines, a large load on the front end and high temperature 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 reinforcement work here is much higher than average, breakdowns of additional equipment are common, poorly diagnosed and periodically you have to remove the seats, door trims and even the dashboard to access the blocks and connectors. It is difficult to collect everything, and the materials age over time. In general, the design is not designed for multiple assembly and disassembly. 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, wear and tear are common. But you can't see the buttons with white rubbed areas, all the inserts are silver or please with a wooden shine, like new ones, for many, many years. And the little 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" with the failure of one of the six gear motors. New roads, and changing a failed part is long and dreary, services often offer the removal of the entire dashboard for work. The fan motor is not particularly reliable, climate displays “burn out” over time - loops lose contact, MMI loses sound, buttons, settings, navigation ... The control keys on the central tunnel are in the vulnerable zone - they are often corny with liquid. By the way, sometimes the sunroof and autumn leaves are to blame for this - they clog the 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

The broken button of the parking brake is already our "trick" - many owners are trying to "drift" or simply pull sharply, "until they click." It is clear that the Germans did not count on such barbarism, the key simply breaks. And the cigarette lighter is located poorly, coins or metal debris can get into its vertical connector and cause a short circuit.

Otherwise, everything is fine, and the state 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 cabin electronics. The cars are not so old, a full set of problems is present only on completely abandoned copies, killed by "high-quality" dealer service with multiple replacement of elements, and on traveling vehicles that are used "for slaughter."

Electrical and electronics

It is the electronics of the car that owe the appearance of almost all salon "problems". After all, there are a bunch of independent electronic units with their own settings and features. Any electrical breakdown on the A6 is not solved at all by a fifteen-minute visit to an electrician, but by serious work of people specializing in such an electrician. And it is 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 work on replacement. By the way, the heating mat itself in the seat was intact, if it broke, it would be 20 thousand more, if not to introduce "emeli" instead of the original rugs with precisely calculated heating zones. Can you imagine how much it will cost to repair the parking brake? 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. Refused to adjust the mirrors? A new door block and firmware for 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 "good" option.

You need to love this car very, very much. And never quit, otherwise it simply won't be restored later. There are more than three dozen electronic units, they all fail in very different ways: someone dies quietly, someone lands the entire tire 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 costly. Of the more banal, purely electrical problems - headlights, correctors, reflectors, the glass itself die, on restyling there is another trouble - the LED ruler goes out. If the ESP acceleration sensor fails, half of the "very necessary functions" stops working and an error lights up on ... correctly, on the ABS unit. In general, there is nothing to do without a scanner and knowledge of the features of the machine. And the engine compartment spit on 4.2 motors and the sensors do not live long - they are hot. Starters and fans live little on all gasoline V6 and V8. Rear parking sensors suffer from weak sensors. I am afraid that the list of those electronic components that spoil the lives of owners quite regularly will be long. There are too many of them to highlight really serious patterns. The future owner just needs to be prepared for everything and take even the smallest things very seriously. And avoid maintenance in services where such a car is seen for the first time.

Suspension, braking and steering

The 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. Of course, the cost of replacing everything on the "left" car is very high. But it rarely breaks down all 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 movement and normal, the car can move away 200 thousand kilometers without serious intervention. Of course, with the V8 under the hood and on the "electrical tape", the suspension bulkhead turns into a mandatory operation at every maintenance.

At the front, the lower front and upper arms are traditionally the first to suffer. At the rear, it is also the upper arms that fail first. Fortunately, almost all loaded assemblies have replaceable bushings on at least one side, and the cost of spare parts is low. It should be noted separately 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 motors and sports suspensions. At the rear, the resource depends on the mode of operation: if the car often drives with full load and on bad roads, then it will have to be changed 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 rarely seen and has a bad reputation. But now the price of pneumatic bellows 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 reinforce the system with a large receiver.

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

The steering is completely traditional here: a hydraulic booster and a rack with Servotronic. Everything is quite reliable, the rack is not prone to leaks and knocks, the hydraulics are well made, the tubes do not leak, the pump is reliable. Complaints about the small resource of steering rods and tips are mainly typical for cars with very wide tires. The brakes differ in size and design. Large brake discs are prone to warping and even imbalance over time and should be replaced on time. And the life 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 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 from a Porsche Panamera or other custom set of brake discs and calipers are relatively common. The handbrake also often fails, but even here there are problems of a purely electrical nature - it cuts off the wiring to the individual motors of its drive, and people, in addition, break the control button in the cabin.

Transmissions

The manual transmissions are reliable here, but the dual-mass flywheel requires regular replacement or repair, and the pleasure is not cheap at all. The propeller shaft on the Quattro and wheel drives are strong and long-lasting. With runs for one and a half to two hundred thousand kilometers, the intermediate support of the propeller shaft and the front outer CV joints may give up. Quite a decent resource. It is worth monitoring the oil level in the rear gearbox: if there are leaks on the housing, then it is worth checking it regularly or repairing the breather and oil seals. If the oil goes away, it will fail very quickly. There are two types of automatic transmissions. A Multitronic variator was installed on front-wheel drive cars, and a classic ZF gearbox relied on all-wheel drive. I already talked about Multitronic - at first there were continuous problems from the variator. A highly modified version was installed on the C6, differing in both the control unit and the filling of the unit itself, and it delivers relatively few difficulties. Since 2005 this box can be considered very reliable, the number of failures due to structural 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 slipping, sudden 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 up with replacement, the chain will break the cones, and the repair will come out "golden". With quiet operation, even with rather powerful 3.0 MPI and 2.0 TFSI engines, the resource is very good and, most importantly, predictable. There are almost no minor glitches, glitches and failures. The main thing is to check it when buying, it is very important to work on a cold one, there is no obvious slip and extraneous sounds during smooth movement. And after full warming up - about 10-20 kilometers, normal operation without jerking with traction, adequate switching when accelerating "to the floor" from a speed of 10-20 km / h and above. Shocks and howling when accelerating, as well as hard jerking when “switching down” are inadmissible. 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. The active use of blocking the gas turbine engine during acceleration, work with the slip of the main clutches sharply reduce the resource. Vibrations and wear products in the oil break the automatic transmission bushings and contaminate the valve body, which is then separated into a separate unit called mechatronics, which also fails successfully.

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 travel more than 200 thousand, and the volume of restoration work will not be very large: repair of gas turbine engines, replacement of clutches and something little things. But usually the operation is much tougher - frequent runs with gas to the floor (remember, this is 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 structure can withstand at least 150-200 thousand kilometers in such conditions. But the price of repairs ... 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. A mechatronics unit costs 300 thousand rubles, repairs - from 15 thousand, but the typical cost of intervention is about 50-70 thousand rubles. At the same time, the quality of the repair is “as lucky”. And even buying by a competent owner often no longer saves you 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 the wear will go at an increased rate, and any "acceleration to the floor" will sharply reduce it. And, unfortunately, the boxes with runs already from 80-100 thousand begin to be capricious: shocks when switching, failures, illogical work. The problem is not always easy to localize, many cars have been driving this way for years. Fortunately, the adaptive capabilities of the control system are great and a dealer scanner with a new firmware works wonders: often already clearly dying structures go to the last spurt and stretch another 30-50 thousand km of completely normal operation after adaptations. Both the variator and the ZF 6HP submachine gun 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 get stuck in traffic jams. The variator provides a minimum number of failures with careful operation and a stable resource, and the "automatic" ZF allows the driver a little more, provides better dynamics, better tolerates hard acceleration, but at the same time it will not endure bullying for a long time.

Motors

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

All engines - with a combination of a belt and chain in the timing drive, cast iron sleeves with inexpensive spare parts and a minimum of problem areas. Of course, turbocharging at 2.0 requires high-quality service, and direct injection of the first generation is quite capricious, but there are adapters for more modern injection pumps and injectors, high-quality firmware. As a result, of the gasoline engines, these three are rightly considered the best. With the regular replacement of the timing, consumables, ignition modules and maintaining the control system in good condition, the number of problems is minimal, the resource is far beyond 300 thousand. The 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) engine series essentially differ only in the number of cylinders and the piston stroke ... They have a unified cylinder diameter of 84.5 mm, and the younger engine has a simple distributed injection. The problems of these motors are also common.