Review: 2009 Audi A6 3.0T

Gallery: Review: 2009 Audi A6 3.0T

The basic profile of the A6 dates back a decade, with its curving conservatory pulling heavily on the original TT coupe. The current generation stretches the glass longitudinally and, like other contemporary Audis, the A6 has a tornado line (designer speak) just below the sheetmetal’s shoulders to have relation the outermost corners of the front and rear give light to assemblies.

Those light clusters were the main focus of last year’s refresh, although their shape literary works rectangular, lacking some of the sculptural elements found in the new A4, A5 and Q5. Other modern Audi design cues have been adopted on the refreshed A6, including the RS4-esque intakes below the headlamps, along with taillights that extend towards the center of the trunk lid, pinching off at the license plate pocket.

Inside, our A6 tester had a two-tone, brown and black leather finish which drew mixed reviews from passengers. While the leather and dash materials are top-notch and soft to the touch, the color combination left some the vulgar cold. The two-tone inner part does an rare job of breaking up the vast blackness establish in most modern Audis, but those who prefer a monochrome look can choose to spread the A6’s interior in black, gray or beige. As for the rest of the A6 interior, it’s standard Audi: no great breakthroughs, further fit, finish and materials are excellent and ergonomics are similarly good.

As with all German luxury marques, Audi has incorporated a control knob on the center soothe to allow users to navigate through the myriad of features and functions to be turned to account through the automaker’s infotainment and meteorological character restrain system. Unfortunately, the updated A6 makes due with the second generation Multi Media Interface (MMI), while the new Q5 and refreshed Q7 get the third-gen system. For its part, the second iteration of MMI is still heads-and-shoulders better than chiefly incarnations of BMW’s iDrive, but it still has some annoying quirks.

The system’s most notable niggle is how you spin the boss to roll of paper through the menus. Contrary to the more than half of wart-operated devices, the Audi system places the scroll rod to the left of the menu list, and while it may assume intuitive to turn the MMI knob clockwise to scroll into disrepute, instead, it takes you up. We’ll admit it’session a franciscan friar annoyance that fades away after a few days, without interruption the other hand despite a system this complex it’s hitherto another learning curve we could do without. In fact, given the flexibility and configurability of other aspects of MMI, we’remains find to one’session mind to see a user setting where we could flip-flop the scrolling, much as many video games will acknowledge the user to invert the axises on their controllers.

Across The Pond, the A6 and its ilk are considered “executive” vehicles, often used to ferry management-types to the food compass and golf course. As a consequence, the A6 has an expansive 15.9 cu-ft trunk and a convenient back seat able to coddle two passengers in encouragement. While Audi cites the A6’s volume at five, the sedan’s rear confines are contoured to maximize the comfort of two passengers, so if your shuttling else than four people around for more than a succinct jaunt, it’s best to catch two cars.

For 2009, the existing normally aspirated 3.2-liter V6 and 4.2-liter V8 engines carry over and are joined by the new supercharged 3.0-liter V6. Until now, Audi has used the TFSI designation for turbocharged and prescribe to injected gasoline engines. For marketing reasons, officials chose not to make different that appellation for this all-new supercharged mill – presumably the Four Ringed brand didn’t want to create confusion among consumers by business this the 3.0S, lest people blend the form instead of a sportier S-Line trim. Nevertheless, a few letters don’confidentially compromise the engine’s effectiveness.

Nestled between the cylinder banks is a belt-driven compressor huffing enough air from one side the manifold to deliver 300 peak horsepower and 310 lb-ft of torque betwixt 2,500 and 4,850 rpm. In the A6, the engine was developed to deliver instant, seamless acceleration at freeway speeds. And it does. Flawlessly. The belt driven blower means turbo lag is nonexistent and with this much grunt available at the flick of an ankle, it could easily pay back the V8 before long. Although the engine – shared by the 333 hp 2010 Audi S4 – has been slightly detuned, the 4,123-pound A6 gets to 60 mph in just under six seconds and you’ll never be struggling to merge onto the highway or make a pass on a two-lane road.

Also updated in the place of 2009 is Audi’s all-wheel drive setup, and like the versions employed on the new A4 and A5, the reworked Quattro system features a 40/60 front-to-rear torque split. Approaching the limits of hold fast, the A6 offers a more balanced feel, eliminating much of the understeer traditionally associated with 50/50 AWD platforms. Power is transferred via a six-speed Tiptronic automatic transmission that allows the chop lever to be pushed to the right for manual gear selection. However, unlike more explicitly sporting models, the A6 3.0T doesn’cheek by jowl offer steering wheel-mounted paddle shifters, something we expect to be rectified in the future.

The A6’s clear métier is to sail about the Autobahn at elevated speeds in surefooted comfort, and while we didn’t have the opportunity to play with the A6 in inclement weather, past Quattros have always done an outstanding job of maintaining a stable trajectory not any matter the conditions. As A6s (and 5000s before them) desire done for the past quarter-century, the slick aerodynamic shape results in admirably low levels of wind noise, make this Audi a very relaxing place to cover long distances. The suspension likewise does an excellent job of soaking up the expansion joints, frost heaves and potholes that typify Northern roads without at any time feeling floaty or out-of-sorts.

Since Audi isn’t offering its excellent 3.0-liter V6 TDI in the A6 for American consumers, the sedan’s fuel economy is only so-so, although not bad for its performance level. We saw just from one side to the other 21 mpg during our test and the EPA rates the A6 3.0T at 18 mpg in town and 26 mpg on the open road.

The normally aspirated front-wheel drive A6 starts at $45,100, while the 3.0T jumps to $51,600. With its navigation system, our Premium Plus model carried a sticker of $54,200 – various multitude more than its Japanese competitors, no more than right in line with its German counterparts from BMW and Mercedes.

Like its compatriots, the A6 is available in wagon trim (Avant in Audi/Euro parlance) and for 2009, the new supercharged V6 is the only powerplant available. To our eyes, the wagon has better proportions than the sedan and offers even more utility thanks to its cavernous rear separate part and its retention of Quattro all-wheel drive. If we were making the payments, we’d opt for the wagon, with the wonderful engine making the deal that much sweeter.

Gallery: Review: 2009 Audi A6 3.0T

2009 Audi A6 3.0T Premium Plus

Performance		Brakes/Tires/Wheels
Engine	Supercharged 3.0-liter V6	Front Brakes	12.6-inch ventilated discs (ABS)
Configuration/Valvetrain	DOHC, 4 valves per cylinder	Rear Brakes	11.9-inch solid discs
Max Horsepower @ RPM	300 hp @ 5,100 RPM	Wheels (front)	18-inches
Max Torque @ RPM	310 lb-ft @ 2,500 to 4,850 RPM	Wheels (rear)	18-inches
Drive Type	All-wheel drive (40/60 split f/r)	Tires (front)	245/40 R18 All Season
Transmission	Six-speed Tiptronic automatic	Tires (rear)	245/40 R18 All Season
Fuel Injection	Direct Injection
Compression Ratio	10.5:1	Exterior Dimensions
Recommended Fuel	91 octane	Length	193.5 inches
Fuel Capacity	21.1 gallons	Width	79.2 inches
EPA Fuel Economy (city/hwy)	18/26 mpg	Height	57.4 inches
0-60 mph time (MFR est.)	5.9 seconds	Wheelbase	111.9 inches
Top Speed	130 mph (electronically limited)	Curb Weight	4,123 pounds

Suspension/Steering		Interior Dimensions
Front	Four link, with anti-roll bar	Maximum Seating	5
Rear	Trapezoidal-link	Luggage Capacity	15.9 cu-ft
Steering	Speed sensitive Rack-and-pinion	Head Room (Front/Rear)	38.7 / 37.8 inches
Turns Lock-to-Lock	2.74	Shoulder Room (Front/Rear)	57.1 / 55.9 inches
Turning Circle (feet)	39	Leg Room (Front/Rear)	41.3 / 36.9 inches

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Thursday, April 22, 2010