2012 Audi A6

2012 Audi A6

About a decade ago, when Mercedes-Benz was plagued with quality problems and BMW was about to launch its curiously styled E60 5-series, the Audi A6’s rise to European executive-sedan favorite began. Behind its trademark grille lurked powerful engines (with 580 hp eventually available in the RS6); all-wheel drive was standard in many versions, and the fit and finish and attention to detail—especially in the interior—was enough to make the competition weep.

Stylish Shoes to Fill

While we’re not so sure the wild, pseudo-sporty styling of the latest Mercedes E-class was a step forward, BMW has washed away a lot of sins with the current F10 5-series. Audi, therefore, needed to raise the aesthetic bar again with the next-generation A6—hopes were high, considering the beautiful A5 and A7 models by which the car would be bracketed. Audi has proven time after time its styling leadership among premium brands. Was the boxy and conservative design of the new A8 a singular aberration?

We are afraid not. Laying eyes on the A6 in a hidden studio near Audi's headquarters in Ingolstadt, Germany, we couldn't help but feel disappointed. But let's describe it in more detail first: The front end is dominated by Audi's new corporate grille, and it serves up a new headlamp treatment, one similar to that seen on the Sportback concept but not on the production A7 Sportback. The hood bulges slightly, as on the A4, and the longer wheelbase provided by a front axle that’s been pushed forward gives the new model a more muscular stance than its predecessor's. Order the radar-based cruise-control/distance-keeping system, and you get two black orbs where you expect the fog lights.

The side view is dominated by Audi's typical arcing greenhouse, a sharply folded upper character line, and a sloping trunk. The unobtrusively styled door handles of the predecessor have given way to bulkier units. The rear quarter is characterized by lighting units similar in shape to the A8’s, and a trunklid with the suggestion of a rear spoiler. It's an altogether pleasant shape, but a very conservative one as well, and it seems to us like someone chipped away at the A8’s boxy lines to reveal a bloated A4 underneath.

"The A6 never was a radical car," we are told by Audi, but that's not true; just look at the extremely aerodynamic Audi 5000 C3 (a direct A6 predecessor), or the Claus Potthoff–styled C5-generation Audi A6, with its almost TT-like trunk. We doubt that the S-line package, which Audi will offer later, makes much of a difference. On the A7, for example, it actually detracts from the visual experience. Perhaps it's a better bet to wait for the Avant if you want visual satisfaction.

As on the A8, the lighting technology is perhaps the most fascinating aspect of the vehicle's exterior. Halogen front headlights are standard; xenon (with an LED light strip) and full-LED headlights are optional. With full LEDs, the A6 displays a particularly cold and technoid style, but in the quest for originality, the contour of the LED daytime-running-light strip changes direction perhaps one too many times. The rear lighting units are characterized by a wide, U-shaped lower strip—a new, but not an easily comprehensible, element. Audi will offer a number of aluminum wheels, from 16-inch to 20-inch diameters.

It’s What’s Inside That Counts

While the exterior underwhelms, the interior is arguably best in class. A few clever changes to the A7's trim create a markedly different experience, even though much of the hardware and actual panels are shared. The equipment level can be brought up to A7 standards, with an optional touch pad for the MMI system and a Bang & Olufsen stereo system. The cabin’s wraparound feel evokes the A7 as well, but the door trim is exclusive to the A6 and makes for a different effect. In the car we were able to study, the fit and finish of the switches and buttons were exceptional and simply a class above anything else offered in this segment. The cold white of the instruments is reflected in the optional ambient lighting. Audi offers an exceptionally beautiful, layered wood trim, but there are other cool options as well, including open-pore wood or genuine aluminum.

When the A6 launches in Europe, it will be powered by two gasoline engines and three diesels. The diesel options include a 177-hp, 2.0-liter four-cylinder; a 204-hp, 3.0-liter V-6; and a 245-hp, 3.0-liter V-6. Gasoline engines include a 204-hp, naturally aspirated 2.8-liter V-6 and a 300-hp, supercharged 3.0-liter V-6. This larger V-6 will be the main engine for the U.S. market; Audi predicts a 5.5-second run to 62 mph and European-cycle fuel economy of 29 mpg.

But there are more versions to come. The one Audi talks most about is the A6 hybrid, which will be front-wheel-drive but otherwise shares its technology with the Q5 hybrid. The A6 hybrid is powered by a 211-hp, 2.0-liter gasoline TFSI four teamed with a 45-hp electric motor. System power is 245 hp; 0 to 62 mph comes in a claimed 7.3 seconds, top speed is 148 mph, and consumption is rated at 38 mpg in the European cycle. With this car, it is possible to drive up to 62 mph on battery power alone, but the range is very limited (two miles at less than 40 mph). You can select fully electric mode if you wish, but Audi engineers warn that it is not always the most efficient mode of transportation. Power is channeled to the front wheels through a modified ZF eight-speed automatic. This model is not yet slated for the U.S. market, but it could easily be added to our lineup.

Less Weight and More Power on the Way

The good news is that Audi has significantly reduced the A6's weight through the liberal use of aluminum: average weight reduction is a claimed 130 pounds. In its current generation, the A6 has won two comparison tests in a row against newer rivals, and this new car should bring further dynamic improvement. The new car’s optional Quattro all-wheel-drive system uses a crown-gear center differential, and you can get a full set of chassis modifications, including an adaptive suspension, Audi's torque-vectoring Sport differential, and active steering. We've driven the A7 extensively, and since the big hatchback shares its chassis with the A6, we have grounds for very high expectations.

Future models will include an entry-level, four-cylinder turbo (not for the U.S.); a long-wheelbase version produced and offered exclusively in China; and an S6, which will be powered by the same turbocharged 4.0-liter V-8 soon to be found in the entry-level Bentley Continental GT. The Avant wagon will return, as well.

If the dull exterior doesn't completely put you off, you should be pleasantly surprised by the interior and the dynamic capabilities of the A6. We think the car’s prospects are shaping up well—if only we could say the same about the exterior.

2012 Audi A6 3.0 TDI

2012 Audi A6 3.0 TDI

In our first drive of the 2012 Audi A6, we did something a bit unusual. We said the A6 is “approaching perfection.” We don’t drop the P-bomb too often, because there is no such thing as the perfect car. A perfected car, on the other hand, is conceivable, and after driving the 2012 A6 again, this time in diesel-powered 3.0 TDI form, we’re more convinced of Audi’s proximity to this goal. Even better, the company recently announced that the A6 3.0 TDI will come to the U.S. within the next 24 to 30 months.

Redesigned Diesel Engine

The A6 3.0 TDI’s turbo-diesel has been redesigned from the ground up. Weight drops by 11.5 percent (55 pounds) compared with the engine it replaces . Some 13 pounds were trimmed from the crankcase alone, which now is made from a high-strength cast iron. Sundry rotating parts have been lightened as well. Other changes include a redesigned drive system for the camshafts and improvements to the common-rail injection system, intake and exhaust systems, turbocharger, and intercooler.

There will be two versions of the 2967-cc TDI engine, with programming being the only difference. The conservative tune makes 204 hp and 295 lb-ft of torque, with the more-powerful engine churning out 245 horses, its 369 lb-ft peaking at 1400 rpm. (The outgoing 3.0 as installed in our long-term Q7 TDI makes 225 hp and 406 lb-ft.) Although both will be available in the A6, we sampled only the more powerful one, which is the one more likely to show up in the U.S. In Germany, this version of the engine will come standard with Quattro all-wheel drive and Audi’s new eight-speed automatic transmission, but the exact equipment plan for the U.S. has not been finalized. Thus equipped, the A6 proved plenty quick as we charged up and down the narrow, hilly roads on Sicily. Regardless of grade or elevation, the car gains speed forcefully, making almost no sound unless you absolutely hammer it. The turbo rush seems omnipresent, with virtually no lag.

Regardless of tune, the A6 3.0 TDI will not be slow. The more potent variant should hit 60 mph in 6.1 seconds, with the less-powerful version taking a still reasonable 7.2 seconds to achieve the same velocity. Top speeds are claimed to be 155 mph for the hi-po version, 149 for the lesser.

The supercharged, gas-powered A6 3.0 TFSI remains the more scintillating driver’s car, from a character standpoint and by the numbers (we predict a 0-to-60-mph time of 5.3 seconds). A different set of numbers, though, slightly enhances the diesel’s attractiveness: its fuel-economy advantage. Although he EPA has yet to rate the 2012 A6 with any powertrain, the diesel six should better its gas counterpart by a few mpg in all conditions. We expect highway fuel economy to reach as high as 30 mpg, with the city figure coming in around 21.

Other A6 Attributes Just as Strong

Going diesel does not mean living with less. The car we drove had Audi’s “drive select” chassis-control system, which offers dynamic, auto, comfort, and driver-customizable Individual modes. It will be standard on all gas-powered A6s in the U.S., but its inclusion on diesel cars here is TBD. Regardless of mode, drive select makes the A6 nearly impossible to upset. We do wish for more natural steering, but that is hardly a new complaint when it comes to Audis with this system.

Everything else that had us fawning over the A6 the first time we drove it remains, from its nifty optional LED headlights and gorgeous 20-inch wheels to its incredibly well-designed interior. Even the unusual pinstripe-look layered-oak trim is growing on us. We won’t know how Audi will configure our A6 TDIs until closer to the car’s U.S. launch, but in Europe, the TDIs’ options list is as long as that of the gas-powered cars. We can’t imagine Audi would hold anything back here.

Audi is mum on pricing for 2012 A6 models, but company representatives tell us the base four-cylinder turbocharged A6 2.0 TFSI will come in “well below” our $52,000 estimate for the gasoline V-6–powered car. Both gas models will be introduced to the U.S. market later this year. When the oil-burning A6 finally arrives in 2012 or 2013, it should carry a premium of about $3000 over the gas-fired V-6 model, leaving spendier buyers with a daunting decision: the quiet, instant-on performance of the supercharged gas V-6 or the smooth, rushing torque and fuel efficiency of the diesel. A difficult choice like that is a good problem to have.

2012 Audi A6 Avant

2012 Audi A6 Avant

Chief among the reasons we wish we had Europe’s selection of station wagons is that, unlike the crossovers that have taken their place in the market, station wagons are just as fast and comfortable as, well, cars. Sometimes they are even more beautiful than the sedans on which they are based. Case in point: the new Audi A6 Avant. With a slightly coupe-like roofline, it looks sporty and somewhat more interesting than the conservatively styled sedan. And, for active Europeans, the A6 Avant will swallow lots of gear—20 cubic feet with the rear seats up and 59 with them folded.

The engine range begins with a 177-hp, 2.0-liter TDI. Above that are three variations of the 3.0-liter V-6 TDI: one with 204 hp, one with 245, and a top-of-the-line 313-hp version. With the most powerful of these, the A6 Avant is said to reach 62 mph in a mere 5.4 seconds, and top speed is governed to 155 mph.

Against that, the 300 hp of the most powerful gas engine, Audi’s supercharged 3.0-liter V-6, would seem unimpressive if we didn’t already know how wonderful and flexible that engine is. The only naturally aspirated engine is a 2.8-liter V-6 with 204 hp. A CVT is available with less-powerful engines, while the 313-hp diesel gets an eight-speed automatic and other models have a seven-speed dual-clutch transmission. A six-speed manual is available, but only on the 2.0-liter TDI, which is front-drive only. Quattro is available with all of the V-6s and standard with the higher-output mills.

The A6 Avant is brimming with gimmicks, including hands-free operation of the rear hatch. Like the European-market Passat sedan, the Avant sports a sensor under its rear bumper. Wave your foot beneath it—with the proximity key on your person, of course—and the hatch will pop. The cargo cover can be operated electrically as well, so you can either hide your suspicious cargo or make passersby suspicious of innocuous cargo. Shortly after the Avant's launch, Audi will offer a four-camera parking aid similar to Infiniti’s Around-View Monitor, which displays a birds-eye view of the car and its surroundings. Radar-based cruise control is almost a given, and, while we’ve never met an adaptive-cruise system we liked, this one will at least operate up to the A6’s 155-mph top speed.

The U.S., of course, will not get the A6 Avant, but the car will launch elsewhere in August. Next year, an S6 Avant with a turbocharged 4.0-liter V-8 will follow, and an RS6 with close to 600 hp will eventually join the lineup as well. Can the rest of the U.S. please reconsider its position on station wagons?

2012 Audi A6

2012 Audi A6

There was some disappointment in Germany when the 2012 Audi A6 was unveiled. The seventh generation of Audi’s executive sedan looks an awful lot like the previous A6, not to mention the smaller, less expensive A4. It is an all-new car, but it didn’t take the visual leap forward that some previous A6 generations or their predecessor, the 5000, did. The difference is in details such as the pronounced shoulder line, protruding door handles, and finessed shapes of the grille, headlights, and taillights.

The perception that this redesign relies solely on nuance changes as soon as you enter the car. Audi’s interiors have been best in class for years, but the new A6 raises the bar another very significant notch by integrating much of the interior from the A7. The company is proud of the A6’s optional layered-oak trim, but we’re divided on it; check it out in person before ordering. The overall atmosphere and the attention to detail are simply unbeatable in this segment.

The instrument layout is dominated by a large screen between the tach and speedometer. It displays all kinds of information, including a feed from the thermal night-vision system on cars so equipped. A head-up display is optional for people who always want their information immediately available.

Really Good Six

Speaking of engines, the top-of-the-line A6 is still powered by a supercharged 3.0-liter V-6 that produces 300 hp from 5250 rpm to its 6500-rpm redline and 325 lb-ft of torque from 2900 to 4500 rpm. Compared with the supercharged V-6 in the previous-generation A6, this engine is more efficient, owing to an electric power-steering pump and a new oil pump. The compact, Roots-type Eaton TVS supercharger is virtually inaudible, thanks to the work of Eaton’s and Audi’s own engineers.

On the road, this powerplant steps off forcefully and builds torque evenly and rapidly. It emits a pleasant, sonorous sound that is unusually sporty for a luxury sedan yet unobtrusive enough not to scare away the nonenthusiast buyer. In the Euro-spec car we drove, the intermediary between the six and the Quattro all-wheel-drive system is Audi’s DL501 seven-speed dual-clutch transmission. (We'll actually get Audi's eight-speed automatic with this engine.) It shifts quickly and helps deliver better fuel economy than a torque-converter automatic would, but the manual mode could use some work. If you select a gear that the box doesn’t anticipate, the shifts can get a little jerky. Moreover, the system won’t process multiple shifts at once, meaning you have to order them one gear at a time. And it upshifts by itself at redline, so if you hold off too long and pull the paddle right as the engine tops out, you may find yourself shifting up two gears instead of one—which happened to us more than once. You’re probably going to want to ignore the manual mode.

Drives How it Looks: Beautifully

The A6 uses the latest version of Quattro, with a nominal front-to-rear power distribution of 40/60 percent. Add to that an optional sport differential that actually distributes torque instead of cutting it off like stability-control-based “torque vectoring” systems offered on cheaper cars, and the A6 is supremely capable. The electromechanical steering is nicely weighted, and its feel is vastly superior to that of the BMW 5-series, which has had most of its feeling snuffed out by a new electric booster.

The A6’s modular longitudinal platform places the front axle farther forward than in the old, nose-heavy A6s, making for far better weight distribution and greatly reducing the car’s tendency to understeer. The dynamic abilities of the new A6 also are enhanced by its lower weight. Audi managed to shave almost 300 pounds off the old car’s heft with extensive use of lightweight materials, mostly aluminum.


The A6 will stay on top of things even when the driver isn’t—perhaps because he’s lost in the sounds emanating from the top-notch, 1300-watt Bang & Olufsen stereo. The adaptive cruise control works from 0 to 155 mph, and it can bring the car to a full stop when necessary. A side assistant monitors the blind spots, lane assist acts on the steering system to keep you in your lane, a crash-sensing system will apply brake pressure even if you stay oblivious to looming disaster, and the night-vision system will highlight pedestrians in your path. Still, we’d prefer you just pay attention.

Passengers Limited to Two Computers Apiece

Your passengers will appreciate the fact that the A6 is a wireless internet hot spot that can support up to eight computers—which seems utterly unnecessary. The nav system includes a Google Earth bird’s-eye view. You can operate it with the MMI controller, by voice, or with Audi’s touch pad that recognizes letters—even poorly written ones. Among our favorite features are the full-LED headlights. The light they emit is colder and brighter than xenon, and they are styled to add a cool menace to this executive sedan.

For the U.S., the A6 will be offered initially with only the V-6 and Quattro, but a front-drive model with the 211-hp, 2.0-liter turbocharged four-cylinder and Multitronic CVT will follow. Other markets will get a hybrid based on the four, but we’ve been told that model will not come to the States. Audi is likely to add the powerful and torquey 3.0 TDI to the portfolio later, and by the middle of 2012, we’ll see the S6, powered by the same turbocharged 4.0-liter V-8 that you’ll find under the hood of the entry-level Bentley Continental. That model is probably worth waiting for, but for the impatient or those with smaller budgets, the A6 3.0T is already pretty close to perfection.

2012 Audi S6 Spy Photos

2012 Audi S6 Spy Photos

We’ve only recently driven the 2012 Audi A6, a car that left us with very few complaints. But the upcoming S6 pictured here should be a great reason to not buy an A6.

Visually, the S6 is almost unchanged from an A6 with the optional S-line package. A subtle lip spoiler in the rear improves roadholding at ultra-high velocities, and the quadruple tailpipes typical of S models are present. The seats will be sportier, but otherwise, changes will be limited to things necessary for identification purposes: S badging in the grille and on the steering wheel.

The main difference is under the skin: The S6 packs an entirely new engine, a turbocharged 4.0-liter V-8 that makes around 450 hp. In the interest of fuel economy, the eight also boasts cylinder deactivation. This is the same engine that will power the entry-level Bentley Continental, as well as the upcoming S7 and S8—although it will probably make more power in the S8 than in the S6 and S7. The naturally aspirated V-10 in the current S6 and S8 will be history, but don’t worry—the torquey turbocharged V-8 should run circles around it.

An S6 for Track Days?

The new engine is mated to a seven-speed dual-clutch transmission, and the power is channeled to all four wheels, with a standard 40/60 front/rear torque distribution. Thanks to Audi's modular-longitudinal platform, in which the engine is located farther rearward than in the current car’s architecture, the new S6 should handle better than its predecessor, with a big reduction in understeer. What's more, this next S6 will be lighter than the current one. Combined with the lighter engine, greater use of aluminum in the car’s structure could shave off 200 pounds or so. This will be much more of a driver's car.

The S6 will officially debut by the end of this year, although we probably won't drive it before early 2012. Audi will add an S6 Avant station wagon for Europe; once again the U.S.’s wagon aversion will keep the practical S6 away from our shores. An RS6 is a safe bet for those on the other side of the pond as well. Details on that monster are still sketchy, but we have a feeling it will easily exceed the 600-hp mark. We'll keep you posted.

2012 Chevrolet Aveo 5-Door Hatchback

2012 Chevrolet Aveo 5-Door Hatchback

Conventional wisdom (and spy photos) told us that the next Chevrolet Aveo hatchback would draw heavily upon the styling of the Aveo RS concept, and now we know that to be fact. The production-ready Aveo five-door you see here will debut at the Paris auto show later this month in European-market trim.

Compared to the RS concept, the front fascia has been toned down, the slim side mirrors have been replaced with more practical/legal units, and the 19-inch wheels are gone, replaced by smaller rollers that nevertheless nicely fill the wheel wells. Carrying over, however, are subtly flared wheel arches, aggressively angled lighting elements with black surrounds, “hidden” rear door handles, and a roof spoiler. Chevy says it was going for a “sporty hot-hatch” design, and while the Aveo’s no Mazdaspeed 3 in the looks department, the new model at least looks hotter than its way-dorky predecessor.

Longer and wider than the current version—the forthcoming Spark will take up the tiniest-car torch for Chevrolet in late 2011—the new Aveo should boast commensurately increased interior space. Expect improved interior materials and design, too, as the production car will retain the concept car’s funky, motorcycle-inspired instrument cluster and have a wraparound dash that can be color-coded to the car’s exterior. Available technology includes Bluetooth and USB connectivity.

European buyers will be able to choose from four gasoline-engine options—a 1.2-liter in 70- or 86-hp strengths, a 1.4-liter making 100 hp, or a 115-hp 1.6-liter—as well as a 1.3-liter diesel four making 75 or 95 hp. Depending on the engine, a five- or six-speed manual transmission will be the base gearbox; an optional six-speed automatic transmission will be available with the 1.4- and 1.6-liter engines. The usual caveat: Expect only the largest gas-fired stuff to make it to the U.S.

We do know that both sedan and hatchback Aveos will hit North American dealers when the car goes on sale next year. Given the Spark’s position as the bargain of the Chevy bunch, we expect Aveo base pricing to increase a smidge to the $14K–$16K range, about on par with that of the Ford Fiesta.

Chevrolet Aveo RS Concept

Chevrolet Aveo RS Concept

The new Chevrolet Aveo RS concept debuting at the Detroit auto show reveals that GM has something smart and small in the works ready to meet Ford’s much-ballyhooed new Fiesta subcompact.

Larger than the current Aveo and donning what Chevy calls a “European hot-hatch look,” the five-door “Borocay Blue” RS show car is intended to appeal to the youth market—or any market, really. It previews the production version of the next Aveo due as a 2011 or 2012 model. Raise the concept’s chin a tad, tone down the chrome-rimmed outer air inlets, and replace those aluminum-wrapped exposed headlights (circumscribed as they are in blue) with similar halogen units, and you’re staring into the face of the 2011 Aveo. De-flare the RS concept’s fenders and replace the 19-inch wheels with more feasible rollers and you get a good idea of what the rest of the car will look like—we’ve seen the production-ready base model, so we should know. There’s a sedan, too, although it’s more homely than the hatch. Of course, if Chevy ends up putting out an actual Aveo RS model with body mods like those seen here, we’re fine with that.

Spicy Interior

More hints about the next-gen car can be found in the Aveo RS’s leather-wrapped interior, a more spacious and rather highly designed piece of work. Production elements include the motorcycle-inspired, asymmetrical instrument cluster affixed to the column, as well as the prominent center stack. Blue stitching and other accents that match the exterior are sprinkled throughout the concept’s cabin, portending some probable interior color treatments in the next Aveo. The materials in the show car are quite nice. Indeed, given the popularity of premium hatchbacks in Europe and Japan, we could see a high-spec RS trim such as this going into production for other markets, although the fact that GM is showing it at Detroit indicates that it’s being considered for the U.S., too.

But cash-strapped GM may not be prioritizing super-high-output versions of cars like the Aveo in the near future. The Aveo RS concept is motivated by the 138-hp, 1.4-liter turbocharged Ecotec four-cylinder slated to appear soon in the Chevrolet Cruze, in this case mated to a six-speed manual transmission. It’s likely that the base production Aveo will get a less powerful, naturally aspirated four. An actual RS model is probably a ways down the pike.

Late to the Fiesta

Chevy isn’t being specific about exactly when it will start building the next Aveo, which will happen at GM’s plant in Orion Township, Michigan. Retooling for the plant doesn’t start until late this year, so don’t expect Aveos to start hitting dealerships until next calendar year.