Test: Audi A6 Allroad 3.0 TDI (180 kW) Quattro S tronic
Content
Do you love comfortable, spacious cars, but dislike the largest and most prestigious limousines? Right. Do you like caravans, but not the ones that have an angular, shortened, only aesthetic (albeit very useful) rear end? Right. Do you want four-wheel drive and the ability to use it on (very) bad roads, but don't want an SUV? Correct again. Do you want a fairly economical car, but do not want to give up comfort? This is also correct. He's not the only one to answer all of the above, but he is definitely one of the best, if not the best, right now: the Audi A6 Allroad Quattro!
If you first got into the Allroad with your eyes closed and only then opened them, you would have to work hard to separate it from the classic A6 station wagon. There are almost no inscriptions that would indicate the model; a regular A6 can also have a Quattro nameplate. Just look at the screen of the MMI system, which is designed to adjust the settings of the pneumatic chassis (in Allroad this is standard, but in the classic A6 you will have to pay two or three thousandths), gives the car, because In addition to the classic individual, dynamic, automatic and comfort settings in it still present Allroad. You don't have to guess what it does - when you switch to this mode, the car's stomach is further from the ground, and the chassis is adapted for driving on (very) bad roads (or gentle off-road). Another chassis adjustment should be mentioned: the economical one, which lowers the car to its lowest level (in favor of better air resistance and lower fuel consumption).
We have no doubt that most drivers will switch the chassis to Comfort mode (or Auto, which is actually the same with moderate driving), since this is the most comfortable and driving performance practically does not suffer, but it is nice to know that such an Allroad can be a great car on slippery road, also thanks to the all-wheel drive Quattro. If it still has a sport differential (which would otherwise have to pay extra), at all. Although it weighs about 200 kilograms less than two tons.
Beyond the engine, the transmission has a lot to offer in terms of driving ease. The seven-speed S tronic dual-clutch transmission shifts quickly and smoothly, but it's true that sometimes it can't avoid the bumps that a classic automatic could reduce due to the torque converter, giving the driver the feeling that the combination of large, especially diesel engines with high torque and high inertia, and a dual clutch transmission is not the best combination. Perhaps the Allroad's biggest compliment (and transmission critique at the same time) came from longtime Audi Eight owner, who commented on the Allroad's ride, stating there's no reason not to replace the A8. with Allroad - except for the gearbox.
The engine is also (if not entirely new) a technically polished mechanism. The six-cylinder engine is turbocharged and has enough sound and vibration isolation to be heard in the cab only when cornering at high revs, and only enough for the driver to know what's going on. Interestingly, the sound emanating from the two rear tailpipes at low revs can also be attributed to the sportier and larger gasoline engine.
245 "horsepower" is enough to move the projectile two tons, the same as the weight of a moderately loaded Audi A6 Allroad. Indeed, the most powerful version of this engine with twin turbochargers and 313 horsepower would be even more desirable in terms of driving pleasure, but it is also almost £ 10 more expensive than this 180-kilowatt version. The Audi A6 Allroad is also available with an even weaker, 150kW version of this diesel, but given the behavior of the test Allroad, the version we tested is the best bet. With the accelerator pedal fully depressed, this Audi A6 Allroad moves very quickly, but if you are a little softer, the transmission does not downshift and there is enough engine torque even at low revs to keep you among the fastest. on the road, even if the tachometer needle does not move to the figure 2.000 all the time.
And yet such a motorized A6 Allroad is not a glutton: the average test stopped at 9,7 liters, which for such a powerful all-wheel drive car and the fact that we mostly drove on the highway or in the city, a number that Audi engineers have nothing to be ashamed of.
Given that the Allroad is just under five meters long, it's no surprise that there is plenty of room inside. Four medium-sized adults can easily carry long distances in it, and there will be enough space for their luggage, although it should be noted that the trunk is nicely crafted and is long and wide, but also because of the all-wheel drive (which requires space) in the rear of the car. ) is also quite shallow.
Let's stay in the passenger compartment. The seats are great, well adjustable (front), and since the Allroad has an automatic transmission, there's also no problem with too much clutch pedal travel, which can otherwise ruin the experience for many, especially a taller rider. Vibrant colors, excellent workmanship and plenty of storage space only add to the positive impression of the Allroad cab. The air conditioning is top notch, of course, mostly two-zone, the test Allroad has an optional four-zone, and is powerful enough to cool the car quickly even in this year's summer heat.
The Audi MMI function control system is still one of the best of its kind. The right number of buttons for quick access to important functions, but small enough to avoid confusion, logically designed selectors and a well-permitted mobile phone connection are its features, and the system (of course not standard) has a touchpad with which you can not only to select radio stations, but simply enter destinations into the navigation device by typing with your finger (which avoids the only major drawback of MMI - typing with a rotary knob).
After two weeks of living with such a car, it becomes clear: the Audi A6 Allroad is an example of excellently developed automotive technology, in which the emphasis is not so much (or only) on the abundance and sophistication of technology, but on its sophistication.
Text: Dušan Lukič, photo: Saša Kapetanovič
Audi A6 Allroad 3.0 TDI (180 kW) Quattro S tronic
Basic data
| Sales: | Porsche Slovenia |
|---|---|
| Base model price: | 65.400 € |
| Test model cost: | 86.748 € |
| Power: | 180kW (245 KM) |
| Acceleration (0-100 km / h): | 6,4 with |
| Maximum speed: | 236 km / h |
| Mixed flow ECE: | 9,7l / 100km |
| Guarantee: | 2 years general warranty, 3 years varnish warranty, 12 years rust warranty, unlimited mobile warranty with regular maintenance by authorized service technicians. |
Cost (up to 100.000 km or five years)
| Regular services, works, materials: | 1.783 € |
|---|---|
| Fuel: | 12.804 € |
| Tires (1) | 2.998 € |
| Loss of value (within 5 years): | 38.808 € |
| Compulsory insurance: | 5.455 € |
| CASCO INSURANCE (+ B, K), AO, AO + | 10.336 ( |
| Calculate the cost of auto insurance | |
| Buy up | € 72.184 0,72 (km cost: XNUMX €) |
Technical information
| engine: | 6-cylinder - 4-stroke - 90° - turbodiesel - longitudinally mounted at the front - bore and stroke 83 × 91,4 mm - displacement 2.967 16,8 cm³ - compression 1:180 - maximum power 245 kW (4.000 hp) .) at 4.500 13,7–60,7 82,5 rpm – average piston speed at maximum power 580 m/s – specific power 1.750 kW/l (2.500 hp/l) – maximum torque 2 Nm at 4–XNUMX rpm – Overhead camshaft (timing belt) – XNUMX valves per cylinder – Common Rail fuel injection – Exhaust turbocharger – Aftercooler. |
|---|---|
| Energy transfer: | the engine drives all four wheels - a robotic 7-speed gearbox with two clutches - gear ratio I. 3,692 2,150; II. 1,344 hours; III. 0,974 hours; IV. 0,739; V. 0,574; VI. 0,462; VII. 4,375; – differential 8,5 – rims 19 J × 255 – tires 45/19 R 2,15, rolling circumference XNUMX m. |
| Capacity: | 236 km/h top speed - 0-100 km/h acceleration in 6,7 s - fuel consumption (ECE) 7,4/5,6/6,3 l/100 km, CO2 emissions 165 g/km. |
| Transportation and suspension: | station wagon - 5 doors, 5 seats - self-supporting body - front single suspension, leaf springs, double wishbones, air suspension, stabilizer - rear multi-link axle, air suspension, stabilizer - front disc brakes (forced cooling), rear disc, ABS, mechanical handbrake on the rear wheels (switching between seats) - rack and pinion steering wheel, electric power steering, 2,75 turns between extreme points. |
| Mass: | empty vehicle 1.880 kg - permissible total weight 2.530 kg - permissible trailer weight with brake: 2.500 kg, without brake: 750 kg - permissible roof load: 100 kg. |
| External dimensions: | vehicle width 1.898 mm, front track 1.631 mm, rear track 1.596 mm, ground clearance 11,9 m. |
| Inner dimensions: | width front 1.540 mm, rear 1.510 mm - seat length front seat 530-560 mm, rear seat 470 mm - steering wheel diameter 370 mm - fuel tank 65 l. |
| Box: | Floor space, measured from AM with standard kit 5 Samsonite cases (total 278,5 l): 5 places: 1 suitcase (36 l), 1 suitcase (85,5 l), 2 suitcases (68,5 l), 1 backpack (20 l). |
| Standard equipment: | airbags for the driver and front passenger - side airbags - curtain airbags - ISOFIX mountings - ABS - ESP - power steering - automatic air conditioning - front and rear power windows - rear-view mirrors with electric adjustment and heating - radio with CD player and MP3- player - multifunctional steering wheel - remote control central locking - height and depth adjustable steering wheel - height adjustable driver's seat - separate rear seat - trip computer - cruise control. |
Our measurements
| T = 30 ° C / p = 1.144 mbar / rel. vl. = 25% / Tires: Pirelli P Zero 255/45 / R 19 Y / Odometer status: 1.280 km | |
| Acceleration 0-100km: | 6,4s |
|---|---|
| 402m from the city: | 14,6 years ( 154 km / h) |
| Maximum speed: | 236km / h (VI./VIII.) |
| Minimum consumption: | 7,2l / 100km |
| Maximum consumption: | 11,1l / 100km |
| test consumption: | 9,7 l / 100km |
| Braking distance at 130 km / h: | 62,1m |
| Braking distance at 100 km / h: | 36,5m |
| AM table: | 39m |
| Noise at 50 km / h in 3rd gear | 59dB |
| Noise at 50 km / h in 4rd gear | 58dB |
| Noise at 50 km / h in 5rd gear | 56dB |
| Noise at 90 km / h in 4rd gear | 60dB |
| Noise at 90 km / h in 5rd gear | 59dB |
| Noise at 90 km / h in 6rd gear | 58dB |
| Noise at 130 km / h in 5rd gear | 61dB |
| Noise at 130 km / h in 6rd gear | 60dB |
| Idling noise: | 36dB |
Overall rating (365/420)
The A6 Allroad is, at least for those who want a car like this, actually the A6 plus. Slightly better (especially with a chassis), but also a little more expensive (
Exterior (14/15)
"Six" is more effective than the Allroad, but at the same time it is more sporty and prestigious in appearance.
Interior (113/140)
The Allroad is no more spacious than the classic A6, but more comfortable due to the air suspension.
Engine, transmission (61
/ 40)The engine deserves a very high rating, the impression is slightly spoiled by the dual-clutch transmission, which is not as smooth as a classic automatic.
Driving performance (64
/ 95)The Allroad, like the regular A6, is great on tarmac, but even when it flies out from under the wheels, it was just as successful.
Performance (31/35)
Well, there are no comments on turbodiesel, but Audi also offers more powerful gasoline ones.
Security (42/45)
There is no doubt about passive safety and many electronic means were missing to get a higher score for active safety.
Economy (40/50)
There is no doubt that the Allroad is a great car, just as there is no doubt that only a few will be able to afford it (with us, of course). A lot of music requires a lot of money.
We praise and reproach
engine
seat
chassis
MMI
soundproofing
accidental jerking of the transmission
shallow trunk
