Audi A6 (1997 - 2004)
MODELS COVERED: Saloon and Avant estate: 1.8T turbo, 2.4 V6, 2.7T V6 turbo, 2.
8 V6, 4.2 V8, 1.9TDi and 2.5 V6 turbo diesels [base, SE, quattro 4WD]
BY GRAEME ROBERTS
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| Equipment |
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| Insurance |
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| Performance |
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| Styling |
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The smiles on the faces of
Audi executives at the 1997 press launch carefully hid a touch of nervousness. Their latest A6 was the first to be designed from scratch wearing the badge its predecessor was a lightly re-touched and re-named 100 and the striking shape of the latest car could have alienated as many buyers as it attracted. It didnt. Even though business buyers in this
BMW 5 Series and
Mercedes-Benz E-Class territory are notoriously conservative, the A6 had to be different to offer a real alternative.
And it was, particularly in four-door form. Did a saloon really have to look like a saloon? Or could it be a touch more provocative with a roof line more akin to a sporty coupe? Characterful? Even in-your-face? Audi said yes and the executive establishment decided the same. The latest A6 is now a relatively common sight, giving its German rivals a run for their money on the British showroom floor, executive car park and motorway. So there are plenty of fine examples on used forecourts, too.
Sleek looks, great engines, a well-sorted chassis and top-notch active and passive safety systems are all found here. If you want more luggage space, check out Avants; for icy driveway grip, look at quattros. The equipment tally is complete too. Perhaps more significant, however, are the little touches.
There are no fewer than 20 different interior lights and the seats are composed of several layers of various softness on a firm base so that they feel pliable but supportive on longer journeys. Every model has an electronic differential lock (EDL), plus ASR traction control (and ABS of course). If that's not enough, the options list offers a dictionary of acronyms EBD, DSP, VTG and so on. Plus ESP, an electronic stability programme that, in panic situations, automatically decelerates selective wheels separately, preventing the car from skidding and fishtailing. To be honest, if you habitually find yourself in situations where ESP is likely to be of use, the A6 may not be your sort of car. All the high-tech gadgetry in the world can't hide the fact that it's front, rather than rear wheel drive, the class norm. Rear-driven cars are supposed to be more rewarding if you push them to the limit, a point proved by the BMW 5 Series, but refuted by the surprisingly dull Mercedes E-class. The A6 lies somewhere in between.
A6 residuals match the 5-series these days but, even so, there are some good deals to be had by canny used buyers. Dont concentrate on 1.8 turbo models too much because, although performance is fine, theyre not as smooth and refined as V-engined A6s. However, you could pay little more than £5,300 for a 97P example that cost over £23,500 new.
The 2.4-litre V6 does a better job of filling the A6's big engine bay and deserves its popularity. Pay around £5,500 for a base 1997. The 99S-reg SE saloons start at about £7,500 and estates are around £800 more. The more powerful 2.
8-litre V6s start at about £5,800. These first 97P-reg cars offered the quattro transmission as an option (pay about £800 more) but it will have been standard from around 99V on. Though 1.9-litre fours range from £6,400 to £18,000, the pick of the turbo diesels is the 150bhp 2.
5-litre V6, priced from about £7,300 on 97R plates. The estate is a great car for easy driving and the economy is spectacular for such a big vehicle. Better yet, it offers a 180bhp quattro 4WD alternative, priced from under £14,000 to around £21,000, which is well worth a search. The rare flagship 2.
7 turbo V6 and 4.2 V8 quattro saloons date only from early 1999 and start from £9,500 and £11,000 respectively.
Not too much, really. There have been some tales of niggling unreliability but nothing too serious so far. The quattro system is reliable and well proven but its best not to allow a local spannerman to fiddle with it. The complexity of the car should be enough to ensure you insist on an A6 with a cast-iron service history and, at this stage, Audi dealers are still likely to have the best examples.
The premium they charge may be well worth your peace of mind. Interiors are hard wearing and well designed, much like the rest of the car. As for corrosion, with an Audi you're pretty safe and there's a lengthy anti-perforation warranty to reassure you (ensure any conditions have not been breached by previous owners).
(based on a 1999 1.9 TDI SE Saloon - ex Vat) A clutch assembly is around £150. Front and rear brake pads should be about £65 a set. A radiator is about £140, an alternator about £235 and a starter motor £160.
The performance is certainly more than adequate; both at the pumps (where the 1.9-litre TDi averages 40mpg) and on the test track where even the 1.8T makes 60 in 9.4s on the way to 136mph.
To be fair, however, V6 power suits the car better. The 2.4-litre unit is impressively refined and far less frantic, recording 9.1s and 141mph.
Stretch if you can to the gorgeous 2.8 V6, 2.7T or V8 4.2-litre models which, in desirable quattro form, answer tractional questions that rivals haven't even thought about. Today's A6 is certainly a lighter, more agile car and feels it to drive. Audi claims a 35kg reduction in weight compared to the previous model one reason why the fuel consumption figures are around 7% better across the range.
A serious rival to the BMW 5 Series, Mercedes-Benz E-class and one or two others. If you can live with the slightly extrovert looks, you'll love the driving experience. Used car ownership is rarely this satisfying.
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