First Test: 2012 Audi A6
Modern Urban Transporter: We Put the 3.0T in Getaway Mode
http://image.motortrend.com/f/32808842+w569+h356+ar1/2012-audi-A6-front-three-quarters-in-motion.jpg
August 02, 2011
By Mike Floyd Photos Michael Shaffer

It's far from Oscar-worthy, but the "Transporter" series of movies has its share of amazingly insane chase scenes starring an Audi A8. While we wouldn't advise channeling your inner Jason Statham in the all-new 2012 Audi A6, it's a modern urban transporter that will accomplish just about any job you ask of it with style and impressive performance.

Let's get a couple of things out of the way first: price and steering feel. These two bugaboos always seem to come up when discussing a new Audi. Total price for the 2012 Audi A6 3.0 TFSI Quattro Auto Tiptronic Sedan we had in for testing was $71,330. Before your eyes start watering, consider the Bang & Olufsen sound system rings the register at $5900. Yes, it's awesome. Could you live without it? Sure.

Harder to delete from the list would be the Prestige package ($6,880), with goodies including Audi's navigation with MMI touch and available Google Maps (critical stuff for accurate transporting) and a trick 7-inch screen that folds neatly into the dash. The package also comes with the Audi Connect system, which turns your car into mobile Wi-Fi hot spot. We tried out the T-Mobile-based service and had our iPad hooked up in minutes. The other big option hit is the Innovation package ($5800), which adds LED headlights to Audi's signature front light banks, a head-up display, and nannies including adaptive cruise control, side assist, and night vision assist for when you're making your getaway in pitch dark.

Still think it's too pricey? Let's compare, shall we? A 2011 BMW 535i starts at $50,975. Want all-wheel drive? That'll be $1300 more. A 2011 Mercedes E350 starts at $50,275 -- tack on $2500 for a 4Matic. The Quattro-fied 2012 A6 starts at $50,775. And of course, BMW and Benz have spendy option packages galore. Bottom line? Price is relative in the A6's class.

So we've tackled price. Time to talk steering. Like the Bangle butt, Corvette interiors, and beige Toyotas, bagging on an Audi's wheel feel is one of the most time-honored traditions in automotive journalism.
Esteemed senior editor Jonny Lieberman summed up his thoughts after his drive of the new A6 earlier this year: "Like the A4 and the A8, the adaptive [Servotronic] steering is the A6's weakest link. Overboosted and sloppy in Comfort mode; artificially heavy, uncommunicative and just plain sketchy in Dynamic mode; and God knows what you're going to get in Auto mode (overboosted and uncommunicative?)"

Associate editor and resident European car wonk Mike Febbo said this after a few days behind the wheel of the A6 tester: "The A6 steering is like a band with a musician missing. There is a layer of vibration that comes through the wheel that feels like road surface, then there is the resistance from turning the wheel, and you can feel resistance load-up from scrub radius/caster trail. But there is a layer missing. The road feel doesn't seem to change with big steering movements; you don't feel what the contact patch is really doing. There are two distinct feelings coming from the wheel, but they seem unrelated. There's drums and guitar, but the bassist just isn't tying it all together."

Try as Audi's engineers might -- and they are trying mightily with the A6's drive select settings and other countermeasures -- the bashing continues. There are limits to what a front-drive based car with a 55/45 weight distribution and an engine out in front of the half shafts can accomplish from a steering-feel perspective. But the A6 makes up for it with impressive track numbers.

The 2012 A6's supercharged, direct-injected 3.0-liter V-6 with 310 hp and 325 lb-ft of torque and eight-speed transmission combo helped propel the 4166-pound sedan from 0 to 60 mph in 4.8 seconds, and through the quarter mile in 13.4 seconds at 103.9 mph, smoking both the 535i (5.6 and 14.1 at 101.0 mph) and the E350 (6.6 and 14.9 at 94.5 mph). Here's how our test team got the numbers: "Easy to launch, after you've set the proper vehicle settings. Trans in sport mode, ESC off, vehicle in Dynamic mode. With the left foot on the brake pedal, go flat on the gas until the tach settles on 3000 rpm, lift off the brake and hold on."

Some have questioned Audi's decision not to offer a DSG transmission for the A6, but Febbo for one thinks Ingolstadt made the right call to go with the eight-speed auto. "The smoothness of the eight-speed transmission is the best argument against DSGs I have experienced. Shifts are quick in sport or manual mode (not nearly as quick as a DSG), and the smooth transition won't upset the car in the mid-corner shifts."
When it comes to slowing things down, the binders clamped down hard on Audi's 12.6-inch front, 11.8-inch rear discs, helping it hit the skids from 60 in a scant 108 feet -- impressive stuff for a car of its heft. Again, it bested the 535i (109) and the E350 (123). Over at the skidpad, the A6 hit .91 g average, and it busted through our figure eight in 25.4 seconds at 0.72 g, no doubt aided by its Quattro system with its 40/60 percent front/rear-bias torque distribution setup.

Despite his reservations about the steering, Febbo gives the A6 high marks for its overall handling prowess -- essential for high-speed avoidance maneuvers. "This thing is so predictable and inspires tons of confidence. The ability to put down power with all four tires and progressiveness of all the actions would certainly make it better for all but the best drivers... Even in the most aggressive situations when it's clear physics can still put the smackdown on electronics, the A6 still behaves predictably and safely."

So it has getaway speed, stops hard, and can handle itself pretty well. It also has a magnificently tailored cabin designed to transport you and your human cargo in safety, elegance, and serious comfort. Materials so soft you could use them for a pillow. One of the best analog/digital instrument panel executions we've ever seen. Walnut wood inlays and Bang & Olufsen speaker covers that are borderline works of art. More technology options than you could shake four sticks at, and a laundry list of safety features. We're betting Statham would approve.


Read more: http://www.motortrend.com/roadtests/sedans/1107_2012_audi_a6_first_test/index.html#ixzz1TsiWUdPs

WOW 4.8 seconds. The numbers in these car test are all over the place.

WOW 4.8 seconds. The numbers in these car test are all over the place.

How so, the Edmunds test car posted 4.9s and a similar 1/4mile time.

How so, the Edmunds test car posted 4.9s and a similar 1/4mile time.

Edmunds was 5.2 seconds compard to Motor Trends' 4.8 seconds. That 4.9s Edmonds time included a moving roll out start like what they do in drag racing. Motor Trend was creative in getting that 4.8s. Basically they had one foot on the brake while the other was on the gas revving up to 3,000rpm right at launch. I don't think I've done something like that since High School...

Apologise for my ignorance, I thought both used the 1st rollout.

Motor trend always have a faster 0-60 time than Edmunds.

How so, the Edmunds test car posted 4.9s and a similar 1/4mile time.

You're right, I have been reading both A6 and A7 times and the reviews for the A7 seem to be the ones that are a little bit off. For instance I have seen 0-60 times from 4.7 all the way up to 5.8.

I have to say I'm really thinking that these cars are being "underpowered" by Audi, as the A6 is running and beating RWD cars with over 400HP, in 0-60/slalom times, I can't imagine a "only" 310 HP AWD car should be able to do that.

re: "I have to say I'm really thinking that these cars are being "underpowered" by Audi, as the A6 is running and beating RWD cars..."

Yep, I wonder what they did to "de-tune" the 3.0L engine relative to the S4 (and also considering the A6 lacks the S-Tronic).

re: "I have to say I'm really thinking that these cars are being "underpowered" by Audi, as the A6 is running and beating RWD cars..."

Yep, I wonder what they did to "de-tune" the 3.0L engine relative to the S4 (and also considering the A6 lacks the S-Tronic).


I think I may have read it here, but someone threw out the idea that the 310HP rating may actually be a chassis(horsepower at the wheel) rating, where all these other vehicles are rated at the crank. So in theory this could be a high 300 HP car, true or not, I don't know or we won't know till someone throws one on a dyno and gets a number.

Like I said I just don't see how a 4200 pound AWD car with 310 hp, can beat or be dead even with similar weight RWD cars with 80-110 more HP, in this case I'm using the E550/550i and M56, cars that also have considerably more torque.

I know it's very common for German cars to claim slower 0-60 speeds, heck the new 2012 CLS550 is claimed to be 5.1, but the few road test I have read and seen are showing mid 4's, and that car is 402 HP.

I think I may have read it here, but someone threw out the idea that the 310HP rating may actually be a chassis(horsepower at the wheel) rating, where all these other vehicles are rated at the crank. So in theory this could be a high 300 HP car, true or not, I don't know or we won't know till someone throws one on a dyno and gets a number.

Like I said I just don't see how a 4200 pound AWD car with 310 hp, can beat or be dead even with similar weight RWD cars with 80-110 more HP, in this case I'm using the E550/550i and M56, cars that also have considerably more torque.

I know it's very common for German cars to claim slower 0-60 speeds, heck the new 2012 CLS550 is claimed to be 5.1, but the few road test I have read and seen are showing mid 4's, and that car is 402 HP.

What I've heard is that the 310hp is the published rate (validated by something relatively true like HP as measured somewhere on the drivetrain rather than the traditional "at the crank") and that Audi used that lower number for marketing purposes. They like to slot their engines into different categories and don't want to impinge on a perceived slot for the next vehicle up or down like the upcoming S6. This is from Audi USA, not DE so take it for what its worth.

He would not let me in on what he thought the real HP number is but said the tuners will be able to show massive increases in HP and torque, partly because they will be claiming some of that "buffer" as he called it.

What I've heard is that the 310hp is the published rate (validated by something relatively true like HP as measured somewhere on the drivetrain rather than the traditional "at the crank") and that Audi used that lower number for marketing purposes. They like to slot their engines into different categories and don't want to impinge on a perceived slot for the next vehicle up or down like the upcoming S6. This is from Audi USA, not DE so take it for what its worth.

He would not let me in on what he thought the real HP number is but said the tuners will be able to show massive increases in HP and torque, partly because they will be claiming some of that "buffer" as he called it.

That seems very plausible, I wouldn't be surprised if these cars aren't actually running around 350-375 HP. You know what would be the reason for buying the V8 that cost 10K more but only makes 50 more HP(hypothetical), and has lower EPA numbers.

The S7/S6 that are coming out are completely different beast that are supposed to be twin turbo V8s making around 500HP, those of course are geared towards a specific buyer, and I expect high 80 low 90 base prices.

For what it's worth, APR dyno curves show the stock B8 S4 on 93 octane at 327 HP at the wheels. Assuming a 25% drive train loss, this puts crankshaft HP at 436.

I would assume this was a 6MT car, and have less loss than an auto.

For what it's worth, APR dyno curves show the stock B8 S4 on 93 octane at 327 HP at the wheels. Assuming a 25% drive train loss, this puts crankshaft HP at 436.

I would assume this was a 6MT car, and have less loss than an auto.

Well that just proves the old assumption of all AWD system have 25% transmission lose is way out.

"Easy to launch, after you've set the proper vehicle settings. Trans in sport mode, ESC off, vehicle in Dynamic mode. With the left foot on the brake pedal, go flat on the gas until the tach settles on 3000 rpm, lift off the brake and hold on."

I have never had a vehicle capable of this type of acceleration - until now! Can anyone tell me what to expect if I launch as described? Will I kill the tread on my tires? Will they screech (alerting every nearby cop)?