From £38,4508
We drive Audi's latest and largest estate to see if it's suitably equipped to take the fight to the BMW 5 Series Touring

Our Verdict

Audi A6 2019 road test review - hero front

The 55 TFSI petrol engine is least likely to be bought, but it's a commensurately effective powerplant for a cultured car

  • First Drive

    Audi A6 Avant 2019 long-term review

    Has Audi’s latest exec challenger raised its game as a sporting choice or all-rounder? We found out with back-to-back stints in a saloon and estate
  • First Drive

    Audi A6 50 TDI S Line 2018 UK review

    Does the combination of a creamy V6 diesel and Audi's trademark church-like tranquility translate effectively onto Britain's broken roads?
5 September 2018

What is it?

The second body style of Audi’s range stalwart, the A6. Joining the recently launched saloon, which we drove back in May, the Avant estate arrives in the UK not long after its sibling later this year.   

It has a big job on its hands, this car. Audi is pitching the A6 Avant as some kind of ‘one size fits all’ model, offering the versatility desired by well-heeled family estate buyers, plus the comfort and style expected of a high-end executive model, alongside the all-important focus on efficiency. It also fulfils the technology brief with a vast array of gadgetry, while also, somehow, aiming to introduce more sportiness into the package.

To satisfy the practicality needs of the market the Avant has grown in width, height and wheelbase length, improving rear seat head, leg and shoulder room in the process. It is, however, shorter thanks to cropped overhangs, a move which Audi reckons enhances the visual athleticism of the car. 

Underneath the A6 Avant’s neatly styled bodywork is a hybrid aluminium chassis and five-link suspension. Four options are available: the base passive setup, a lowered sport setup, springs with adaptive dampers, or a fully adaptive air suspension system. A new all-wheel-steering system is also on the options list. 

Find an Autocar car review

Driven this week

Alongside a dizzying array of new cabin and driver assistance tech, the A6 also joins the latest A7 and A8 in adopting mild-hybrid systems across the range. Entry-level cars use a 12V system, with the 48V tech reserved for the six-cylinder engines.

It recuperates energy under coasting or braking (storing it in a lithium ion battery that serves as the main electrical supply on 48V models) activates the start/stop when coasting to a halt at up to 14mph, and turns the engine off entirely for short periods when lifting off above 34mph. The result is an average efficiency improvement of 10% over equivalent engines not equipped with the tech.

What's it like?

The A6 Avant plays up to the well-worn Audi cliché: it’s a class challenger that builds on its predecessor in every area with an exceeding level of polish, without really dazzling or surprising you along the way. 

That’s not a black mark by any means, though. Executive estates are meant to be consummate all-rounders, fitting the ‘only car you’ll ever need’ mantra with the highest level of competence. And on that basis, the A6 Avant is up there with the very best. 

We’ll let you make up your own mind on the styling, but to our eyes the new Avant is a better-looking car than its predecessor. Neat surfacing combines with flared arches to give it a squat and purposeful stance, though Audi’s now trademark super-wide grille isn’t everyone’s cup of tea. It should be noted that all of our test cars were riding on chunky 20 or 21in alloys, and we suspect smaller wheel options might spoil the aesthetics. 

Audi’s design team makes lots of noise about the steeply raked rear window line, claiming it negates the need to offer a ‘shooting brake’ option (think Mercedes CLS) yet doesn’t impede on boot space. The 598-litre seats up figure quoted is identical to the outgoing Avant, although the length of the boot has increased slightly. The biggest improvement is in terms of rear seat room, with two six-footers finding ample space to spare.  

The rest of the interior is quintessentially Audi. Fit-and-finish is almost without fault, the materials look and feel suitably high-end, and even minor switchgear operates with the slickness you’d expect from the masters of Teutonic precision. The Virtual Cockpit also looks crisper than ever with the latest graphic updates. 

There’s one rather crucial exception to this, however. The new MMI Touch dual-screen layout has attracted criticism from us in the past, and it’s no different here. The haptic feedback gives off a passable impression of traditional buttons, but often still requires a second or even third stab before it reacts. The climate display is also needlessly complicated to operate on the move. While it’ll become more intuitive with familiarity, the eyes-up simplicity of the old rotary control dial is sorely missed. 

If you want simplicity, look at the A6’s bare-bones UK engine line-up. There’s just two choices initially, with a slow drip-feeding of further options coming later. Both are, rather unfashionably, diesel. One’s a silky V6 (badged 50 TDI), but we’re trying the volume seller here: the venerable 2.0-litre 40 TDI in 201bhp form. 

It’s fractionally improved in every sense over the old model: there’s slightly more power, a little more torque and subtly better efficiency figures. Despite the size and weight it has to move here, it’s an engine that’s very well-matched to the Avant, in part thanks to the standard seven-speed dual-clutch 'box. Other than some hesitance when pulling smartly away from a standing start, its changes are smooth and predictable, keeping the motor in the sweet spot between response and refinement. It's necessary, as the motor becomes a touch too vocal when really pushed. 

It means that, like the old car, the base A6 makes a slightly better case for itself as an all-rounder compared to the six-pot unit which, while more cultured and noticeably more brisk, struggles to justify a chunky £9000 price hike and is lumbered with a decidedly less slick eight-speed Tiptronic box. 

Like the saloon, the A6 Avant’s mild-hybrid tech operates largely imperceptibly. The engine-off coasting is unnerving initially, but the system always restarts the moment you brush the throttle. It also adds refinement to what is already a cabin pleasingly free of wind, road and unwanted engine grumble.

While there’s no weak link in the engine range, we recommend you choose carefully with the suspension options. We tried the standard springs with adaptive dampers back-to-back with the optional air suspension, and found the former (when left in auto damping) offers a more consistent compromise between tidy body control and a taut, yet isolating, ride. The air system is surprisingly unsettled at lower speeds and is worth avoiding as a result.

Comfort has improved, then, and so has agility - at least on the cars we drove fitted with the rear-steer system. Turning the opposite way to the fronts by an angle of up to five degrees at speeds below 34mph and reducing the turning circle by 1.1m, it’s markedly easier to manoeuvre at low speeds than competitors. At higher speeds the rear wheels turn with the front, boosting Autobahn-ploughing stability.

Don’t think this suddenly transforms the A6 Avant into a thrill-seeking sporting estate, because it doesn’t. This is still a car that majors on composure over fun, with neutral cornering behaviour and little in the way of entertainment. Its sheer width limits progress on anything other than wide, sweeping A-roads, although all of the Audi’s rivals are similarly afflicted.

Best, then, to enjoy the way the A6 feels completely unfazed by any situation you throw it at. It’ll rarely put a grin on your face, but the precise steering and prodigious grip levels are about as confidence-inspiring as cars in this class get. At the same time, its ability to eat up long distances and have you emerge in total comfort is up there with this category’s finest offerings. 

Should I buy one?

It depends what you want from an executive estate. Charm and character are in short supply here - the Volvo V90 and Jaguar XF serve you better in that respect. But the Audi corners with much more control than the Swede, and knocks the Brit for six when it comes to perceived quality, tech and space. 

There’s a tougher distinction to make when it comes to the E-Class, which matches the A6 for cabin wow factor, and beats it for space and long-legged comfort. While a back-to-back test will confirm for sure, we reckon it’s the ever-dominant 5 Series that poses the biggest threat to Ingolstadt’s offering.

Age-old rivalries aside, there’s no doubt that the A6 is finally the true all-rounder its maker intends it to be, particularly with the more modest diesel engine. In almost every respect it is an improvement on the old car. 

However, given their dominance in the cabin, the new infotainment screens are a major bugbear for this tester, particularly given Audi’s exemplary reputation with ergonomics. With many rivals featuring easier control systems, it’s a blot on the A6’s copybook that shouldn’t really exist. 

Audi A6 Avant 40 TDI Sport S tronic 

Test location Frankfurt Price £40,740 On sale Now Engine 4cyls, 1968cc, diesel Power 201bhp at 3750-4200rpm Torque 295lb ft at 1750-3000rpm Gearbox 7-spd automatic Kerb weight 1710kg Top speed 149mph 0-62mph 8.3sec Fuel economy 60.1mpg CO2, tax band 124g/km, 29% Rivals BMW 5 Series Touring, Mercedes E-Class Estate, Volvo V90

Join the debate

Comments
13

5 September 2018

No one is going to order a 4 cylinder diesel A6 with rear wheel steering. And very few are going to be fitted with adaptive dampers. More and more, these tests aren’t representative of the cars people actually buy.

jer

5 September 2018

The new one is a pretty big spacious car. If they fit a 300ish ps petrol it might be interesting.

5 September 2018

The angle of that rear window line looks rediculous.

From a side profile it looks like an arkwardly stretched hatchback rather than an estate.

 

Shape as otherwise it looks nice, but why Audi feels the need to angle its rear windows on its SUV's and now estates is rediculous. People buy these cars for utility, why chop so much utility out of a perfectly otherwise usable space? It doesn't even translate to successful styling in this instance.

 

5 September 2018

Or save yourself £15k and get a Skoda Sportline Estate . . . With more space and a bigger boot ;-)

6 September 2018

 Never been a big fan of large Audi, this is just the same and I’d say there’s way too many buttons and screens, your driving a Car not flying a Plane!

Peter Cavellini.

6 September 2018

598l seat up boot capacity for the significantly larger Audi A6. That's the exact same figure as the new Toyota Corolla estate, it's smaller than the VW Golf, Skoda Octavia and Peugeot 308.

And they say the new model has increased in size! How much rear leg room do you need as the current A6 is massive. ( The previous generation rear leg room was massive. The A6 I was thinking of buying back in 2000 was massive...  are we getting taller?)

6 September 2018

598l seat up boot capacity for the significantly larger Audi A6. That's the exact same figure as the new Toyota Corolla estate, it's smaller than the VW Golf, Skoda Octavia and Peugeot 308.

And they say the new model has increased in size! How much rear leg room do you need as the current A6 is massive. ( The previous generation rear leg room was massive. The A6 I was thinking of buying back in 2000 was massive...  are we getting taller?)

6 September 2018

I'm sure that I am not alone in wishing that manufacturers would stop this race to eradicate the daily essential buttons on a cars dashboard. I am going to replace my Volvo next year (the eighth Volvo that I have owned) and I will not be buying another Volvo due to their tablet screen solution. Buttons and dials have worked for many years and still work now...And lastly being familiar with where a dial/buttons controls are meaning you dont need to take your eyes off the road has got to be safer than working an iPad whilst your driving...and lord knows how expensive these digital solutions will be to repair when they eventually fail... Sorry rant over.

6 September 2018

I agree with your rant.  I doubt that many car manufacturers would argue that all but a few of the best designed and simplest touch screen systems are less ergonomic and less safe in use than buttons.

I think that their profusion is driven by profitability and marketing, not safety and functionality.  They may argue that touch screens can support massively more functions than fixed buttons but I would argue that a huge proportion of these functions are unnecessary.

6 September 2018

Also, buttons and dials are relatively timeless. The dash of a 2002 Range Rover for instance still looking good. Compare this with a 16 year old Laptop or mobile phone and see how quickly Hi-Tech solutions become old tech.

"Pressurised container: May burst if heated"

Pages

Add your comment

Log in or register to post comments

Find an Autocar car review

Driven this week