Nieuwe Audi A6

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Het is maar een klein verslagje hoor, want zoals jullie weten wie het kleine niet eert is het grote niet weert.

Audi is setting a new benchmark in the executive class: the latest generation of the A6 is a saloon that is aiming for leadership in its segment through outstanding driving dynamics and high technology, superior comfort and a wide range of equipment. Powerful TDI and petrol engines with up to eight cylinders and 246 kW (335 bhp) maximum output, as well as front-wheel or quattro permanent all-wheel drive set the foundation for the supremacy of the new A6 sports saloon. A car which, benefiting from its highly developed suspension and very stiff bodyshell, opens up a new dimension in driving dynamics. The new Audi A6 thus makes a clear pledge to an outstanding role model: the Audi A8 already clearly lauded by the press and the public alike as the sportiest car in its class. And now, given the sum total of its features, the A6 is setting out to leave all its competitors far behind as the most progressive car in the executive class.

A new face in the business class

Right from the start in the design and configuration of its body measuring 4.92 metres in length, 1.86 metres in width, and 1.46 metres in height, the new Audi A6 visibly set new signs. The lines of the car combine that clear architecture so typical of Audi with key elements of the brand's progressive design.

The classic proportions of Audi's sports saloon with its low-slung row of windows and the coupé-like roofline is now elevated to a new level of excellence: the contours of the upward-curved shoulder lines and the powerful, sweeping motion of the dynamic line above the side sills give the entire body of the car a forward-moving, dynamic appearance. And the powerfully rising centre section on the engine compartment lid symbolises the performance and muscle of the new Audi A6.

Seen from the front, the trapezoidal single-frame radiator grille clearly characterises the A6 as a representative of Audi's latest model generation. The most advanced headlight technology, in turn, is to be admired behind the clear glass covers on the headlight unit: as an option the new A6 is the first Audi to come with adaptive light, reliably guiding the driver round bends on the road in combination with the high-power xenon plus headlight units.

Inside the new A6, you also see at first glance that this is a brand-new model generation. The high and wide centre console, for example, with controls and switches within perfect reach, emphasizes the sporting architecture of the interior integrating the driver as the central player.

Straightforward sporting character and perfect ergonomics - these are the features to be admired in the design of the cockpit. A joint cover connects the central instrument panel and the upper section of the centre console facing slightly towards the driver to form one common unit.

Within the newly designed, drop-shaped surrounds, you will find not only the two large rev counter and speedometer dials, but also the round dials for the coolant temperature and fuel level.

Audi's new generation of steering wheels is making its production debut in the new A6. A visible symbol of the three- and four-spoke steering wheels is the optical reference to the single-frame trapezoid with the four rings on the airbag cap in the middle. The oval outer geometry also offers a distinctive variation of the single-frame design.

Drivetrain

The new Audi A6 comes with a choice of no less than five engines fitted lengthwise - three petrol and two TDI power units. All of these engines share a level of output and torque absolutely superior in their respective segment:

- New: 4.2 V8 - 246 kW (335 bhp), 420 Newton-metres
- New: 3,2 V6 - 188 kW (255 bhp), 330 Newton-metres
- New: 2.4 V6 - 130 kW (177 bhp), 230 Newton-metres
- New: 3.0 V6 TDI - 165 kW (225 bhp), 450 Newton-metres
- New: 2.0 TDI - 103 kW (140 bhp), 320 Newton-metres

All engines are being introduced for the first time in their current configuration and all engines fulfil the EU4 emission standard.

The six- and eight-cylinder power units come from Audi's new V-engine family. Their highlights in design and construction are the 90° cylinder angle and a distance of 90 millimetres between the cylinders, compact dimensions, maintenance-free camshaft drive via a chain and low-friction roller-arm valve drive.

Driving dynamics and driving comfort

Torsional stiffness up by more than 34 percent: progress of this kind over the bodyshell of the former model already lauded for its supreme stiffness clearly confirms the qualities of the new Audi A6.

These qualities are borne out in terms of both vibration comfort and driving dynamics. Vibration amplitudes reduced to a minimum, for example, are a clear indicator of the body's outstanding stiffness and solidity. And this is the decisive prerequisite in physical terms for excellent accoustics within the interior.

The superior stiffness of the steel body as such results from the consistent improvement and development of joining technologies as well as the optimisation of body and panel profiles.

The improvement of vibration behaviour achieved by optimising numerous features provides the foundation, in turn, for the harmonious but nevertheless sporting set-up of the suspension. Together with the direct, extremely stable connection of the steering column to the module crossbar, this specific configuration of the body ensures precise handling at all times.

Audi's dynamic suspension in the new A6 rests on sporting, proven technology: the upgraded four-link front suspension so typical of Audi and the self-tracking trapezoidal-link rear suspension carried over from the Audi A8 - a combination featured on both the front-wheel-drive and quattro models.

This ensures a standard of driving behaviour living up to any comparison in terms of dynamic qualities, clearly leaving behind the competition when it comes to ease of handling and superior control.

It is precisely qualities of this kind that place the new A6 side-by-side with the A8, which was lauded unanimously by the motoring press. Indeed, the A6 is the sportiest car in its class, just like its "bigger brother" in the top luxury segment. Superiority of this kind is ensured also by speed-related servotronic power steering featured as standard, supplementing the precise handling of the new A6 by even more sensitive steering precision.

Equipment

Even in standard trim, the new Audi A6 sets a standard clearly above average even in the executive class. And this superiority is borne out at very first sight by the use of premium materials and the perfect quality of finish.

A feature quite unique compared with the competition is the Multi Media Interface "MMI basic" comprising not only the 6.5-inch monochrome display, but also an integrated radio with CD player and four loudspeakers. Another feature standard on all A6 models (but by no means to be taken for granted even in this class) is high-comfort automatic air conditioning with enhanced output and optimised acoustic control.

Further standard features on board the new A6 are the electromechanical parking brake as well as a light and rain sensor.

The safety equipment featured as standard in the new-generation A6 is equally impressive. Active safety, for example, benefits from the latest generation of ESP including brake assist and electronic brake-force distribution EBD.

In a collision the occupants are effectively protected by the robust structure of the body with its specific, pre-determined deformation and the highly stable passenger cell. Front and side airbags as well as the sideguard head airbag system, in turn, interacting with the seat belt, offer a high standard of safety and protection for both driver and passenger.

The two full-size front airbags are activated in two stages as a function of accident severity. Active head restraints at the front, in turn, help to protect the occupant in a collision from behind.

At a Glance: The New Audi A6

- New, particularly sporty exterior and interior design
- Dimensions: length 4.92 metres, width 1.86 metres, height 1.46 metres, wheelbase 2.84 metres (up by 83 mm)
- More space for all occupants
- Powerful TDI and petrol engines:
- New: 4.2 V8 - 246 kW (335 bhp), 420 Newton-metres
- New: 3.2 V6 FSI - 188 kW (255 bhp), 330 Newton-metres
- New: 2.4 V6 - 130 kW (177 bhp), 230 Newton-metres
- New: 3.0 V6 TDI - 165 kW (225 bhp), 450 Newton-metres
- New: 2.0 TDI - 103 kW (140 bhp), 320 Newton-metres
- Manual 6-speed gearbox, 6-speed tiptronic or continuously variable multitronic automatic transmission available as an option
- Front-wheel or quattro permanent all-wheel drive
- Audi dynamic suspension with four-link front suspension and self-tracking trapezoidal-link rear suspension on front-wheel-drive and quattro versions
- Optional adaptive air suspension (from 2005)
- Speed-related servotronic steering featured as standard
- High-performance brake system with electronic brake assist
- Electromechanical parking brake featured as standard
- Optional: tyre pressure monitoring system
- New: adaptive light cornering lights with xenon plus + daytime driving light + LED brake lights (optional)
- Optional: radar-assisted distance control, adaptive cruise control (from 2005)
- Light and rain sensor featured as standard
- Fog lights as standard
- Multi Media Interface MMI basic with monochrome display featured as standard
- Optional: advanced key access and driving authorisation
- New generation of steering wheels: leather steering wheel featured as standard
- High-comfort automatic air conditioning featured as standard
- Optional: BOSE surround sound system, DVD navigation

Design and Performance

Introducing the latest-generation A6, Audi is presenting a saloon aimed at the top position in its segment through the unique combination of dynamic performance and high technology, superior comfort and an exemplary level of equipment.

Powerful TDI and petrol engines with up to eight cylinders and maximum output of 246 kW (335 bhp), the most advanced transmission technology, as well as front-wheel or quattro permanent all-wheel drive set the foundation for the unique supremacy of the new A6 sports saloon. The sophisticated chassis and suspension, plus the extra-stiff body, then team up successfully with this kind of power and performance to provide a new dimension in driving dynamics.

Offering features of this calibre, the new Audi A6 makes a clear pledge to its equally outstanding role model: the Audi A8 readily acknowledged by both the press and the public alike as the sportiest car in its class. And now, given its wide range of outstanding qualities, the A6 is set to leave behind all its competitors as the most progressive car in the executive class.

Exterior

Just one look at the new Audi A6 proves right from the start that this is an all-new car in every respect. A car with proportions and design language pointing into a new class positioned clearly above the former model. Its overall length is 4.92 metres, 12 centimetres longer than the former model. A width measuring 1.86 metres, in turn, means an increase by 4.5 centimetres over the former A6. Both of these figures significantly exceed the dimensions of the A6's two most important competitors.

With height remaining almost unchanged at 146 cm, the new A6 is much more athletic than before, with proportions more sporting, more muscular and clearly poised for action.

Wheelbase also enters a new dimension, up by 8.3 cm to no less than 2.843 metres or to provide a much higher standard of interior comfort. The increase in track both front and rear, on the other hand, benefits above all the car's driving dynamics, track measuring 1612 mm at the front and 1618 mm at the rear marking an increase by no less than 67 and, respectively, 49 millimetres over the former model. Again, these figures leave the competition far behind.

Sporting silhouette

The new Audi A6 sets a clear new benchmark in the development of Audi design. The lines of the car combine that clear architecture so typical of the brand with the key features of Audi's progressive design language, bearing testimony to Audi's leadership also in terms of looks and appearance.

Already classic and convincing in every respect, the basic proportions of Audi's sports saloon with its low-slung row of windows and coupé-like roofline now take on a new touch of excitement: three lines encompass the body of the car, giving it forward-pushing, dynamic proportions.

The gently rising, curved arch of the shoulder line starts on the front wing, extends to the rear along the side of the body as an edge refracting the light, and finally merges into the rear light clusters. The opposite arch of the dynamic line extends to the rear from the lower end of the front bumper and runs along the lower section of the car above the edges of the side sills around the rear end, thus giving the body its particular contours.

The V-line, finally, also starts at the front bumper, tapers down the engine compartment lid and continues as the roofline ending in the raised spoiler edge, thus rounding off the silhouette of a genuine sports saloon.

Another new feature is the clear, but never aggressive dialogue of concave and convex edges, of surfaces with positive and negative curvature. The result is an exciting interplay of light and shade giving the car very special appeal from every perspective.

All versions of the new Audi A6 come as standard with 16-inch alloy wheels (17-inch wheels on the 4.2) for a particularly sporting and dynamic look from the side. A wide range of additional wheels up to 18 inches in size is of course also available to customise this sports saloon to an even higher standard.

A new face in the business class

The powerfully curved centre bulge on the engine compartment lid clearly symbolises the muscle and performance of the power units driving the new Audi A6.

Viewed from the front, the trapezoidal single-frame radiator grille clearly designates the A6 as a representative of Audi's latest generation. Indeed, this new face is the logical evolution of that typical Audi look, the two segments on the radiator grille already featuring a separate chrome strip on the former Audi A6 and thus paving the way for the new, single-frame design.

The latest lights technology waits to help the driver behind the clear glass covers of the headlights: as an option the new A6 is available as the first Audi with adaptive light control incorporating high-intensity xenon plus light units and daylight operation of the lights for optimum visibility at all times.

The rear end is clearly characterised by the wide track resting on wheels flush with the body of the car. The rear bumper is organically integrated in the flow of lines, connecting the rear body panel with the side sections of the new A6. The clearly visible tailpipe, finally, proudly bears testimony to the car's outstanding performance.

Other, equally characteristic features are the wrap-around bands formed by the rear light clusters fitted low down in the body of the car. An aluminium trim strip serves additionally to subdivide the boot lid into separate horizontal sections, forming a powerful and striking connection between the rear light clusters.

The upper edge of the boot lid is specially contoured to provide a powerful and dynamic spoiler edge for additional downforce at high speeds in the interest of supreme safety and driving characteristics.

The new Audi A6 comes with a range of no less than 15 different paintwork colours - from Arctic White to Brilliant Black - four of which are brand-new on this car: Aero Blue and Dakar Beige metallic, plus Canyon Red and Stratos Blue pearl effect. All A6 models have a full paint finish as standard.

Interior

Inside, the new Audi A6 also makes it quite clear from the start that this is an entirely new generation. The high and wide centre console with all controls and instruments within easy reach, for example, emphasises the sporting interior architecture of the car integrating the driver as the real commander.

A sporting character and perfect ergonomics - these are the features so typical of the cockpit and its special design. The central instrument panel and the upper section of the centre console facing slightly towards the driver are linked by the same cover on top to form one dynamic unit.

Apart from the large circular dial for the rev counter and speedometer, the newly designed, drop-shaped surrounds provide ample space for the round coolant temperature and tank gauge scales.

Audi's new generation of steering wheels is likewise making its production debut in the new A6. The clearly visible hallmark of these three- and four-spoke steering wheels is their powerful rendition of the single-frame trapezoid with four rings on the centre airbag cap, the oval outer geometry of the cap providing yet another variation of the single-frame design. The standard steering wheel comes in leather and with a sporty four-spoke design in all versions of the new A6.

Clearly arranged, tidy and uncluttered, the centre console has obviously been inspired by the interior design of the new A8. Like in Audi's sporting luxury saloon, the engineers creating the new car have chosen an electromechanical parking brake, giving the designers greater freedom and extra space: not requiring a handbrake lever, the new Audi A6 comes with a generously designed, highly ergonomic and very functional console plus armrest.

Positioned exactly where it should be, the MMI control terminal is located right behind the gearshift lever. Exactly in the driver's line of vision, the display is integrated in the upper cover on the dashboard.

All of the car's occupants benefit from a considerable increase in space and comfort within the interior: the wheelbase of the new Audi A6 is up by 83 mm to 2843 millimetres, giving the passengers both front and rear extra comfort, safety, and knee room. Shoulder room is likewise up by 23 millimetres at the front and six millimetres or at the rear.

The distance between the seat centrepoints crucial to the occupants' freedom of movement to the side is up by 40 millimetres at the front and 20 at the rear. Knee room at the rear, in turn, is now an extra 10 millimetres.

The standard seats in the new Audi A6 obviously offer superior comfort also on long distances and excellent side support for a sporting style of motoring. The optional sports seats, in turn, come with even better side support and stronger body contour.

Depending on the seat, the customer has the choice of three different types of upholstery plus - available for the first time in the Audi A6 - natural leather as well as Valcona or Volterra leather, each in up to six different colours. Yet a further option is a high-quality combination of Alcantara and leather on the sports seats.

Inlays in aluminium or - as an option - in walnut or birch offer additional options for customising the interior of the Audi A6.

Both the front-wheel-drive and quattro models offer very ample luggage compartment capacity of 546 litres, an increase of 112 litres or approximately 20 percent over the former model.

The front-wheel-drive versions of the new Audi A6 come with a fuel tank capacity of 70 litres, the fuel tank in the quattro models has a capacity of 80 litres.

Drivetrain

The Audi A6 is entering the market with a choice of no less than five power units - three petrol and two TDI engines - fitted lengthwise in the car. A feature shared by all these engines is the superior power and torque they offer within the respective segment:

- New: 4.2 V8 - 246 kW (335 bhp), 420 Newton-metres
- New: 3.2 V6 FSI - 188 kW (255bhp), 330 Newton-metres
- New: 2.4 V6 - 130 kW (177 bhp), 230 Newton-metres
- New: 3.0 V6 TDI - 165 kW (225 bhp), 450 Newton-metres
- New: 2.0 TDI - 103 kW (140 bhp), 320 Newton-metres (mid-2004)

All of these engines are new in their current configuration and naturally comply in full with the EU4 emission standard.

The six- and eight-cylinder power units come from Audi's new range of V-design engines with a 90o cylinder angle and a distance of 90 millimetres between the cylinders. Other outstanding features are the compact design of the engines, maintenance-free camshaft drive by a chain, as well as low-friction roller arm valve drive.

Petrol engines

4.2 V8

The powerful 4.2 V8 with chain drive made its widely acclaimed debut in the Audi S4 in late 2002. Now the engine has been retuned for the latest generation of the Audi A6, combining "beefy" torque all the way to maximum engine speed with agile response and superior fuel economy.

The engine excels not only through its superior output of 246 kW/335 bhp at 6600 rpm, plus maximum torque of 420 Nm at 3500 rpm, but also by supreme performance on the road able to challenge the competition in every respect.

The new A6 4.2 quattro accelerates to 100 km/h in a mere 6.1 seconds, then continuing smoothly and full of power all the way to the car's top speed limited electronically to 250 km/h. Composite fuel consumption in the EU combined cycle is just 11.6 litres of Super Plus per 100 km/h.

The unusually short and compact dimensions of the engine are equally impressive, particularly the overall length of just 464 mm enabling the engine to fit snugly into the engine compartment without having to enlarge the dimensions of the car at the front, as was the case on the former model.

An additional advantage is that, weighing a mere 195 kg, the entire V8 power unit is extremely light. On the road, this means significant benefits in terms of both balance and driving dynamics.

To provide this compact design, Audi's engine development specialists have fitted a chain drive for both the camshafts and auxiliary systems on the output side of the engine, thus reducing overall length compared with the previous engine of the same size by no less than 52 millimetres.

Building this new power unit, Audi's engineers have also saved in terms of weight: piston weight is down in each case by 70 grams to 392 grams, the weight of the connecting rods has been reduced by 66 grams to 501 grams. Improvements of this kind provide the basis for the engine's low friction and allow a maximum engine speed of 6800 rpm.

The V8 power unit breathes through a two-stage variable intake manifold made of a special synthetic material. The length of the oscillating tube in torque position is 705 mm, then growing shorter to a length of just 322 mm for maximum power. Bosch Motronic ME 7.1.1. now upgraded to an even higher standard of perfection ensures superior engine management, providing the option to activate the starter electronically, with the driver being able to start the engine simply by pressing a button and without using a key (advanced key).

Exhaust emissions are cleaned by two multi-stage catalytic converters positioned close to the engine in order to warm up quickly. Thanks to the efficiency of this system, the new Audi A6 4.2 easily outperforms the EU4 emission limits also when fitted, as standard, with quattro drive and tiptronic transmission.

3.2 V6 FSI

A new six-cylinder is making its world premiere: the new 3.2 V6 FSI, now making its production debut in the new generation of the Audi A6, boasts all the fortes of an ultra-modern petrol engine: FSI direct petrol injection with on-demand fuel supply, four-valve technology, a variable intake manifold, as well as infinite camshaft adjustment on both the intake and exhaust sides.

Maximum output is 188 kW (255 bhp) at 6500 rpm, maximum torque 330 Newton-metres at just 3250 rpm. The A6 3.2 FSI with six-speed manual gearbox and front-wheel drive accelerates to 100 km/h in 6.9 seconds, its top speed is limited electronically to 250 km/h (also on the version with quattro permanent four-wheel drive and six-speed tiptronic transmission).

More than 90 percent of the engine's maximum torque is available throughout a wide speed range from 2400 - 5500 rpm, a truly unique feature on a naturally aspirated V6 engine. On the road, this means dynamic and powerful response to every movement of the accelerator pedal and a wide range of engine speed up to 7200 rpm. Added to this there is powerful torque and superior fuel economy: average fuel consumption of 9.7 litres of Super grade fuel per 100 km is the best proof of this engine's outstanding efficiency and the special power and performance of FSI technology.

FSI engines develop more power and dynamic performance than conventional engines with indirect fuel injection - and they do so with a very high standard of fuel economy. Boosting efficiency in this way, Audi is opening up a new dimension in terms of petrol engine operating efficiency, once again demonstrating the "Vorsprung durch Technik" so typical of the brand.

In June 2001 Audi's FSI direct petrol injection system proved its unique potential in what must probably be the most challenging endurance test in the world: a power unit with FSI direct injection drove the Audi R8 to victory in the Le Mans 24 Hours.

Winning this legendary race, the Audi R8 benefited from FSI technology not only in terms of extra power, but also and above all through the reduction of fuel consumption by eight percent allowing longer intervals between refuelling stops. The drivers also agreed that their freedom to "dose" engine power is much better on an FSI racing engine than with the usual racing machines. And now precisely these qualities and fortes are entering the executive class in the guise of the 3.2 FSI.

How does FSI technology differ from a conventional power unit? The answer to this question becomes clear as soon as we focus on the engine's central feature of "direct petrol injection": contrary to an engine with indirect injection, fuel is injected in this case directly into the combustion chambers.

A common rail high-pressure injection system with a newly developed single-piston high-pressure pump operating exactly on demand ensures exactly the right supply of fuel, delivering precisely the volume required for building up operating pressure between 30 and 100 bar.

In the intake stroke also comprising the two-stage variable intake manifold, moving charge motion flaps provide the necessary tumble effect swirling the air around. Together with the optimum geometry of the combustion chambers and the dosage of fuel injected with supreme accuracy down to the last millisecond, this allows a significant increase in compression: while conventional production engines generally have a compression ratio of not more than 10.5:1, the compression ratio on Audi's 3.2 FSI power unit is 12.5:1 - a record on production cars and the essential prerequisite for the new engine's high standard of efficiency.

New engine design

Completely new in its design and configuration, the 3.2-litre V6 ensures highly compact dimensions: measuring only 360 millimetres in length and 430 millimetres in width, and weighing a mere 169.5 kg thanks to the consistent use of aluminium, the engine offers significant benefits in terms of driving dynamics.

Like on Audi's new V-configuration engines in general, the cylinders are arranged at an angle of 90o and the distance between cylinders is 90 millimetres. Cylinder bore of 84.5 millimetres and cylinder lift of 92.8 mm add up to an overall engine capacity of 3123 cc.

The four-valve cylinder head with a side opening for the injection valve is another special feature designed specifically for this 3.2-litre power unit. Both the intake and outlet camshafts come with variable adjustment ensuring both maximum output and the widest possible range of high torque.

The camshafts, oil pump and balance shaft are all driven by four-piece chain drive of the same type as in the 4.2-litre eight-cylinder unit.

Exhaust management in the 3.2 FSI power unit is optimised by two ceramic catalytic converters positioned close to the engine. As a result, this high-performance power unit easily fulfils the EU4 emission standards.

Fine-tuning of the exhaust system offers the driver yet another bonus: the sporting but never irritating sound of a genuine six-cylinder unit making the qualities of the engine a truly sensual experience.

The Audi A6 3.2 FSI with front-wheel drive is available with a manual six-speed gearbox. The permanent quattro four-wheel-drive model, in turn, comes with a choice of either manual six-speed transmission or six-speed tiptronic, whatever the customer prefers.

2.4 V6

Yet another new engine is making its world debut in the new A6: the 2.4 V6 is the smaller version of the 3.2-litre power unit reduced in size and featuring intake manifold fuel injection. In all, the two engines differ through just 33 components including - apart from the combustion process as such - the intake manifold and the two-stage variable intake pipe.

Considering this close resemblance, it is no surprise that the smaller of the two six-cylinder units has all the basic virtues of the 3.2 FSI: sporting character combined with exemplary smoothness and refinement, plus a high degree of all-round efficiency.

The engine's silky-smooth refinement free of vibration results, as on the 3.2-litre version, not least from the balance shaft module able to very efficiently eliminate any vibrations.

Cylinder stroke of 77.4 mm and bore measuring 81 mm add up to provide overall engine displacement of 2393 cc. In terms of power and torque, this means maximum output of 130 kW or 177 bhp at 6000 rpm and maximum torque of 230 Nm between 3000 and 5000 rpm.

This kind of power from the new V6 obviously guarantees sporting performance in every respect: acceleration to 100 km/h comes in 8.9 seconds, top speed is 231 km/h. Composite fuel consumption, in turn, is 9.7 litres of Super grade fuel per 100 km. And like all the engines in the new A6, emissions remain well below the EU4 limits.

The front-wheel-drive Audi A6 2.4 is entering the market with six-speed manual transmission and will also be available with Audi's continuously variable multitronic transmission from mid-2004.

TDI power units

3.0 TDI

Introducing the new three-litre six-cylinder, Audi now offers a genuine power machine in the sporty business class, an engine with more than impressive power and torque compared with the competition: maximum output is 225 bhp, maximum torque 450 Newton-metres. And this maximum torque cuts in at just above idling speed, starting at 1400 rpm to give the driver supreme power and acceleration at all speeds.

Even with the torque-converter automatic transmission, this means performance on the road even many a sports car will find hard to match: acceleration to 100 km/h comes in just 7.3 seconds, top speed of the A6 3.0 TDI quattro is 243 km/h.

Other outstanding virtues of this superior power unit are exemplary noise control and fulfilment of the strict EU4 emission standard.

Featuring turbocharger technology and map-controlled, cooled exhaust gas recirculation, this V6 four-valve power unit is the first six-cylinder TDI in Audi's new family of V-configuration engines. Both the camshafts and the oil pump, incidentally, are driven by chains.

Like all engines in Audi's new V-generation, the V6 TDI has extremely compact dimensions, engine length, for example, measuring a mere 444 millimetres. A further important improvement is the reduction of overall engine weight to just 219 kilos, making the 3.0 TDI one of the lightest V6 diesels in the world. This benefits not only the car's power-to-weight ratio, but also the weight distribution - two factors crucial to the superior driving dynamics of the new A6 3.0 TDI quattro.

Common rail technology with piezo inline injectors

Fuel is supplied by the latest generation of common rail technology featuring a separate high-pressure pump and rail for each row of cylinders. This increases maximum injection pressure to 1600 bar, 250 bar more than with former common rail systems.

This high injection pressure serves to atomise the fuel even more efficiently, ensuring an even better fuel/air mixture and an even more efficient combustion process.

Without doubt, the piezo injectors are the most important innovation featured by this new common rail system, with the injection process benefiting from the piezo effect: the electric voltage generated in the process goes through ceramic units changing their crystalline structures as a result. This leads to a very minor change in geometry which, interacting with a hydraulic control unit, serves to mechanically open the injection jet needles.

Piezo injectors offer a number of advantages over conventional solenoid valves, the moving weight of the injector needles, for example, being reduced by no less than 75 percent from 16 to 4 grams per needle. This, in turn, allows a much smaller injection volume dosed with far greater accuracy - and a further advantage of piezo technology is the higher speed of the injector needles.

With this technology, the number of injection cycles per operating stroke can be varied almost at random, Audi's TDI development specialists opting for up to five injection cycles on the 3.0 V6: in addition to the main injection stroke, there is double pilot injection in the lower and single pilot injection in the medium engine speed range. This is then followed by a single after-injection stroke up to an engine speed of approximately 2500 rpm and maximum part load.

This strategy serves not only to reduce emissions, but also to make the entire combustion process even smoother and softer - which also means better engine acoustics: the 3.0 TDI power unit is not only much quieter and smoother than its predecessor, but also without doubt sets the current benchmark in its class in this respect.

Turbocharger with two intercoolers

An optimum charge cycle under all operating conditions is ensured on the 3.0 TDI six-cylinder by a turbocharger fitted for reasons of space within the inner-V of the engine. And to enhance efficiency to the highest level, the temperature of the intake air is reduced by two intercoolers running in parallel, any loss of pressure being kept to a minimum.

Exhaust emissions are cleaned by a pre-catalyst close to the engine and turbocharger as well as the main catalyst in the underfloor of the car. This enables the A8 3.0 TDI, as the first executive diesel of its kind, to clearly outperform the EU4 emission limits.

The engine's economic superiority is at least as positive as its high standard of efficiency in the reduction of emissions: Composite fuel consumption is a mere 8.3 litres of diesel per 100 kilometres. In practice this obviously means a very significant cruising range, the A8 3.0 TDI quattro being able to cover almost 1,000 kilometres on one tank of fuel.

The Audi A6 3.0 TDI comes as standard with quattro permanent four-wheel drive and six-speed automatic transmission complete with tiptronic function.

2.0 TDI

Driving pleasure and supreme economy, refinement and environmental care: the 2.0 TDI four-cylinder with unit injector, one of the most modern engines in its class, is making its debut in the executive class as a very talented all-rounder. Further features of this engine are its superior output and powerful torque combined with equally superior economy: the new Audi A6 2.0 TDI is easily able to cover a distance of more than 1,100 kilometres on one tank of fuel.

The new four-cylinder unit is the first-ever TDI with a four-valve cylinder head to offer the specific advantages of such an engine even more convincingly than the former 1.9-litre power unit developing maximum output of 96 kW or 130 bhp.

Maximum output now increased to 103 kW (140 bhp) and maximum torque of 320 Newton-metres maintained consistently between 1750 and 2500 rpm make this the most powerful and dynamic four-cylinder diesel Audi has had so far. Performance on the road is correspondingly impressive, the 2.0 TDI with manual six-speed gearbox accelerating to 100 km/h in just 10.1 seconds and continuing on smoothly to its top speed of 208 km/h.

Superior fuel economy of approximately 6.1 litres of diesel per 100 km in the composite cycle and full maintenance of the EU4 emission standard are further fortes of the 2.0 TDI.

Last but certainly not least, the four-cylinder gives the new Audi A6 a standard of smoothness and refinement most befitting for an executive saloon of this calibre. The balance shaft module with two shafts rotating in opposite directions, for example, helps to reduce engine vibration to an absolute minimum particularly at high engine speeds, with second-order vibrations being reduced more than 80 percent.

The front-wheel-drive Audi A6 2.0 TDI will be entering the market with a six-speed manual gearbox in mid-2004.

Transmission

The decision to fit the new Audi A6 as standard with either a manual six-speed gearbox or six-speed automatic transmission with a wide range of gear increments serves to optimise both fuel economy and the car's superior driving dynamics.

Six gears featured as standard

The manual versions of the new Audi A6 come with Audi's new generation of ML transmissions, the abbreviation ML standing for Manual/Lengthwise.

Featuring tight gear increments, this sophisticated gearbox of the latest generation combines extreme precision in shifting gears with short, clearly defined gearshift travel. The special gearshift fork mounts, in turn, effectively disconnect the gearshift lever from vibration in the process of power transmission, without the driver being disturbed by even the slightest "tremble" affecting his hand on the shift lever.

The reduction of internal friction by a number of improvements helps to optimise the standard of efficiency, with the transmission converting engine power into drive forces even better and more smoothly than ever before.

Six-speed tiptronic

Six-speed tiptronic transmission is available in conjunction with the very high-torque 4.2 V8, 3.2 FSI, and 3.0 TDI power units featuring permanent four-wheel drive. Having already made its debut in the Audi S4 high-performance athlete, this transmission converts the power and muscle of the engine into a superior symbiosis of dynamism and running smoothness.

Weight reduction, a fast and crisp gearshift, as well as optimised gear strategies help to combine the superior comfort of automatic gearshift with the sporting performance so typical of the A6.

Compared with its five-speed predecessor, the new six-speed gearbox is 14 kilos lighter, overall weight of the transmission being a mere 115 kilos.

Again compared with a five-speed automatic transmission, the overall range of gear increments is up by 18 percent on average. This means far better acceleration at low speeds and a significant reduction of engine rpm at high speeds. And this, on the road, means a reduction in both the noise level and fuel consumption.

A further advantage of the new six-speed tiptronic transmission is the much faster gearshift. The driver benefits from this greater spontaneity particularly when shifting down, agility being further enhanced by automatic double-declutching between gears.

Both in stage D and in the S sports program the electronic control unit responds efficiently to parameters such as lateral and longitudinal acceleration as well as the driver's movement of the accelerator pedal. This helps to prevent any unwanted upshift of the transmission in bends.

Continuously variable multitronic

After making its debut successfully in the Audi A6 in the year 2000, Audi's continuously variable multitronic automatic transmission now also offers its superior qualities in the new A6, combining the benefits of a manual gearbox with those of a multi-stage automatic transmission. Fortes typical of multitronic are smooth but very dynamic acceleration as well as convenience in use and the efficient transmission of power.

The high standard of comfort and convenience offered by multitronic exceeds that of a conventional converter-type automatic transmission, while in terms of dynamic performance and all-round economy multitronic can by all means be compared with a manual gearbox. And if the driver wishes to actively choose the appropriate transmission ratio, he is able to do so conveniently by means of paddles on the steering wheel now providing no less than seven predefined gear ratios.

Numerous reinforcements and adjustments, as well as optimised cooling, serve to significantly enhance the all-round performance and qualities of Audi's continuously variable automatic transmission. The multitronic is now even able to convey torque of up to 330 Newton-metres, thus qualifying as an ideal partner even for the most powerful V6 engine in the series, the 3.2 FSI developing maximum output of 255 bhp and maximum torque of 330 Nm.

Modified for the new Audi A6, the so-called multitronic variator spans an even wider range of gear increments: the overall ratio between the largest and the smallest gear transmission ratio is now 6.25:1, virtually ideal for such a transmission. On the road, this means dynamic acceleration with the largest possible transmission ratio, while the smallest ratio helps to capitalise on the engine's potential in saving fuel.

A special feature of multitronic is its ability to emulate the particular functions and features of a manual gearbox. Introducing the latest version of multitronic, Audi has opted for no less than seven forward gears activated by the driver using the selector lever by means of a one-touch function in the second shift plane or by pressing down the gearshift paddles on the steering wheel (optional).

These seven gearshift stages are memorised by the system as regular shift programs. Depending on the stage chosen by the driver, the system activates the appropriate transmission ratio then duly set and maintained. Adjusting smoothly and consistently, these manual gearshift processes are always smooth and free of any jolts or bumps, no matter how sporty or dynamic the driver may choose to be.

A brand-new multitronic function in the Audi A6 is the start-off assistant: simply pressing down the brake pedal, the driver is able to activate the brake system automatically, preventing the car from rolling back on a gradient and then opening up again as soon as the driver opens the throttle when setting off.

quattro permanent four-wheel drive

quattro permanent four-wheel drive is a typical feature of all high-performance Audi models. The big advantage of quattro drive is excellent traction and side stability, with the influence of drive forces on the car's steering being reduced to a minimum. This, in turn, ensures very high speeds in bends as well as a high level of driving stability.

A Torsen differential in the new Audi A6 with the engine fitted lengthwise automatically distributes optimum brake power to all four wheels. Made up of the terms "torque" and "sensing", the acronym "Torsen" quite literally stands for "sensing the torque developed by the engine". The Torsen differential itself is a self-locking worm gear.

The big advantage of this differential is that it build up its lock effect only under drive power, the transmission allowing different speeds of rotation when applying the brakes and in bends.

Under normal conditions 50 percent of the engine's power goes to each axle, with 75 percent of the total drive power going to just one axle in an extreme case.

Audi dynamic suspension

The Audi dynamic suspension in the new A6 uses a technology which has already proven its sporting qualities under the most demanding and challenging conditions: the enhanced, Audi-designed four-link front suspension in combination with the self-tracking trapezoidal-link rear axle adopted from the Audi A8 - a combination featured both on the front-wheel-drive and quattro versions. The main components are made of lightweight aluminium serving to reduce unsprung masses.

Not only has wheelbase been increased significantly (by 83 millimetres) compared with the previous model, the track of the car is also up at the front by 67 to 1612 millimetres and has been increased at the rear by 49 to 1618 millimetres - dimensions which set a new benchmark in this class. Weight distribution has also been optimised between the front and rear axles in the interest of even better handling and performance.

On the road this means dynamic driving behaviour of the highest calibre, leaving the competition far behind. Indeed, these features place the new A6 side-by-side with the A8 lauded so positively by the press. For like the A8, the A6 clearly stands out as the sportiest car its class, also thanks to speed-dependent servotronic power assistance featured as standard and supplementing the precise handling of the new A6 by an even more precise and sensitive feedback to the steering.

Front suspension

In relation to the passenger cell, the four-link front suspension of the new A6 has been moved forward by 83 millimetres compared with the previous model, thus ensuring far better axle load distribution with corresponding advantages in terms of driving dynamics. This change in proportions also looks good, making the front overhang far shorter and thus giving the entire car a much more compact appearance.

Weight-optimised components help to reduce unsprung masses to a minimum: four aluminium track control arms in optimised design hold the wheels steadily in place, the axle subframe is configured as a shell panel structure, and the upper bearing block is made of cast aluminium. Lightweight technology is also used on the tube encompassing the anti-roll bar.

A further point is the re-alignment of the car's kinematics and elastokinematics serving to maximise both driving dynamics and motoring comfort. Particularly transverse stiffness benefits from the careful improvement of all track control mounts and bearings, extra-large rubber bushes within the axle subframe efficiently keeping any effects of the road out of the car's interior.

Steering

The new Audi A6 comes as standard with electrohydraulic rack-and-pinion steering featuring speed-related power assistance, Audi servotronic. The objective in developing this very special steering was to provide the highest conceivable standard of sportiness and steering comfort all in one.

With servotronic developed to an even higher level of perfection, steering forces when parking are reduced to a minimum, steering precision and a clear feedback at high speeds are improved to an optimum. A further advantage of servotronic is greater sensitivity around the central position of the steering and even more comfortable steering response.

The steering kinematics have been optimised to keep the turning circle the same as on a comparable saloon with rear-wheel drive, despite the larger wheelbase and engine power going to the front wheels.

The steering wheel of the new Audi A6 is adjustable electrically by 40 millimetres in a vertical direction and by 50 millimetres for reach. Significant attention to detail around the steering column and at its attachment points on to the body of the car serves to suppress vibrations on the steering wheel by almost 100 percent, offering the driver supreme smoothness at all times.

The introduction of the new generation of A6 saloons also hails the advent of a new generation of steering wheels in the executive class. The "skeleton" of the steering wheel not visible to the driver is made of pressure-cast magnesium, a material combining very low weight with very high stiffness.

The new three- and four-spoke steering wheels are recognisable at first sight on the airbag cover with the same characteristic trapezoidal shape as the single-frame radiator grille.

Depending on the customer's personal taste, the steering wheel rim is available either in wood or leather (the latter being standard). All variants of the steering wheel can be fitted as desired with either multifunction or tiptronic gearshift paddles directly on the steering wheel. And as an option, the four-spoke multifunction steering wheel comes with a heated steering wheel rim.

Rear suspension

An outstanding achievement in technology already benefiting drivers of the Audi A8 and the new generation of the A4 is now also featured in the new A6: the self-tracking trapezoidal-link rear suspension fitted on both quattro and front-wheel-drive versions of this car. Hence, all new Audi A6 models come as standard with one of the most complex and efficient rear wheel suspension concepts currently available.

The trapezoidal-link rear suspension gives all models first-class driving comfort and, at the same time, a level of driving dynamics quite unparalleled in the market.

The trapezoidal-link structure is a shell configuration made of high-strength steel plate. Offering a high standard of torsional and flexural stiffness, the control arm takes up a great deal of the forces acting on the wheel, teaming up with the tie bar further to the rear in giving the axle its specific elastokinematic behaviour. The tie bar, in turn, is a lightweight steel plate structure.

All wheel guidance components are pivoted via rubber/metal mounts on the elastically mounted axle subframe, vibrations on the axle therefore being efficiently dampened and kept away from the body of the car. Four extra-large, hydraulically damping mounts, in turn, also help to keep the body free of vibrations.

The linear, high-strength steel springs rest on both the structure of the body and the trapezoidal arms. The two-sleeve gas pressure dampers, in turn, are connected to the wheel mounts to provide direct transmission of damper forces and ensure particularly sensitive damper response.

Spring travel on the new Audi A6 is longer than on the former model, particularly in the interest of driving comfort. Lateral and directional stability on bumpy and undulating roads also benefits significantly from this improvement.

The trapezoidal-link rear suspension is configured particularly to ensure supreme sporting characteristics as a significant objective in developing the new Audi A6.

Consistent reduction of camber change as a function of spring travel improves the car's directional stability, steering precision, and handling. The entire construction is conceived to provide neutral, moderately understeering driving behaviour when the car is driven to the limit.

Available as an option from 2005: adaptive air suspension

Like the Audi A8, the new A6 will be available as an option with adaptive air suspension as of 2005. This sophisticated system ensures an even more refined synthesis of sporting behaviour and supreme suspension comfort.

A further advantage of air suspension is the speed-related reduction of ride height, the suspension lowering the entire body of the car for a low centre of gravity and significantly enhanced driving stability. At high speeds on the motorway, the reduction in ride height also improves the car's aerodynamic qualities and reduces fuel consumption accordingly. And in response to the driver's commands, adaptive air suspension provides extra ground clearance at low speeds as an important advantage on rough terrain.

The new A6 comes with air spring struts on the front wheels, with the air spring gaiters arranged concentrically around the infinitely adjustable two-sleeve dampers. The air spring gaiters themselves are made of a special, multi-layer elastomer material with polyamide cord inserts to provide extra strength and stability. This special layer also takes up forces generated within the air springs.

The big advantage of this structure is that the combination of individual layers gives the new A6 excellent roll characteristics and ensures sensitive spring response even to small bumps and jolts.

On the rear axle the air springs and fully controlled dampers are separated from one another. The big advantage of this configuration is that it allows a large through-loading width and helps to keep the loading surface in the luggage compartment as low as possible.

Through its design and configuration alone, air suspension provides a number of inherent qualities: the occupants benefit from pleasant and smooth ride conditions at all times, regardless of the load the vehicle is carrying. This is ensured by the additional air pumped into the springs when the car is carrying a high load, then being expelled again when the load is reduced. Spring stiffness therefore consistently adjusts to load conditions at all times.

Brake system

The brake system is carefully matched to the engine characteristics, the power and performance of the new A6 in general and to the individual models in particular. Even the entry-level model with the "smallest" engine comes with 16-inch brakes, the particularly powerful 4.2-litre eight-cylinder version featuring a 17-inch brake system. Brake disc diameter is 314 millimetres at the front on the A6 2.4 and 2.0 TDI and 321 millimetres on the 3.2 FSI and 3.0 TDI (4.2: 347 mm). Brake disc diameter at the rear, in turn, is 302 mm (4.2: 330 mm).

Benefiting from these large dimensions, brake disc temperatures under high brake loads are reduced by more than 100o C, again in the interest of enhanced power and performance reserves.

The brakes are operated via a dual rate servo giving the driver a sporting, firm feeling for the pedal and allowing excellent dosage of the brakes.

Under such conditions, that is with light or medium pressure on the brakes, the brake servo boosts brake power by a factor of 5.5, again in the interest of particularly good brake force dosage. Above a defined point, the brake force transmission ratio is increased to a factor of 12, meaning that deceleration increases overproportionally to the forces applied on the brake pedal - obviously a significant advantage in the interest of a sporting style of motoring.

Read the rest of the article [part 2] here! (and even more pictures!)

All new Audi A6s come with the latest electronic stabilisation program, ESP 8 developed by Bosch. This highly sophisticated system comprises ABS brakes with electronic brake-force distribution EBD and hydraulic brake assist which automatically increases brake power when the driver applies the brakes in an emergency. ASR traction control interacts with the electronic differential lock EDL to provide efficient yaw control as the foundation for enhanced ESP safety. The system has been developed to an even higher standard in terms of both electronics and hydraulics. New pressure control ensures intervention of the ESP stability functions with maximum efficiency, particularly when the car is understeering, ESP thus cutting in very accurately and in accordance with specific requirements in each situation.

Yet another new function is brake disc cleaning integrated in ESP. This new function helps to keep the brake discs dry on wet roads even when the driver does not apply the brakes for a relatively long time. To provide this effect, the brake linings are pressed against the discs under low hydraulic pressure at regular intervals, ensuring even more spontaneous brake response also under wet conditions.

The new Audi A6 comes for the first time with a two-stage ESP deactivation button: pressing the button briefly, the driver is able to deactivate ASR traction control, which is sometimes necessary in deep snow or on gravel roads in order to set off and accelerate smoothly. Pressing the button a bit longer, on the other hand, the driver is able to deactivate ESP under all operating conditions in the interest of particularly dynamic performance with the car power-sliding at an angle under brake pressure, for example on the race track. Even then, however, the EDL and ABS functions remain operative.

Electromechanical parking brake

Following its successful debut in the Audi A8, the electromechanical parking brake is now also being introduced in the new A6, offering significant functional advantages over and above all the usual functions of a conventional handbrake.

Operated by a pull/push button in the centre console, the electromechanical parking brake automatically applies brake forces at exactly the right level. In its operation, the system follows the general pattern of a conventional parking brake with which most drivers are well acquainted: briefly pulling the button, the driver activates the brake - pushing the button and pressing the brake pedal at the same time, the driver opens up the brake again.

Telltales in the control unit and the instrument cluster present the current status of the parking brake at all times.

The system is designed for a gradient of up to 30 percent. Whenever the gradient is even steeper, the driver is warned accordingly by a text in the display ("Vehicle too steep").

Serving as a kind of built-in setting-off assistant, the electromechanical parking brake makes it much easier to set off smoothly and without rolling back on gradients, without the driver being required to disengage the brake by hand: applying data such as the gear in mesh, the position of the accelerator pedal, engine speed and the angle of inclination, the system determines exactly the right time and the right rate for disengaging the parking brake.

On cars with a manual gearbox the system also takes the position of the clutch pedal into account, the electronic "brain" automatically releasing the parking brake as soon as there is enough torque to move the vehicle forward.

It almost goes without saying that the electromechanical parking brake features the emergency braking function prescribed by law in many countries: at a speed of more than 8 km/h, the driver is able to bring the car to a halt simply by pulling the parking brake button (for example if the foot brake system fails to operate). Within barely more than a second, this builds up a deceleration force of 8 m/sec2, far more than with a conventional handbrake.

Wheels and tyres

Even the four- and six-cylinder versions (up to 130 kW or 177 bhp) of the new Audi A6 come as standard with 7x16-inch alloy wheels running on 205/60 R16 tyres. The particularly powerful six-cylinder models come on 7.5 x16-inch wheels with 225/55 tyres, the 4.2-litre eight-cylinder model is fitted as standard with 17-inch wheels on 225/50 tyres.

As an option the new Audi A6 is available with a choice of 10 different wheels measuring up to 18 inches and running on tyres up to 245/45 R18. In winter, in turn, the A6 driver has the choice of three wheels up to 7x17 inches in size and running on 225/50 tyres.

All new Audi A6 models come as standard with Audi's tyre mobility system but may also be fitted with a spare wheel as an option.

A further option on board the new Audi A6 is a permanent tyre pressure monitoring system which observes the tyre pressure and temperature of each individual wheel. As soon as pressure decreases, the tyre receives an optical and an acoustic signal by way of the display in the instrument cluster even specifying the wheel involved. To provide this function, the signals from the wheel's electronic control unit are transmitted wirelessly to the central vehicle electronics.

This warning is provided in two stages: a pressure loss of more than 0.3 bar on one of the wheels activates a yellow warning requesting the driver to check tyre pressure in good time and pump up the tyre(s) accordingly. If tyre pressure is more than 0.5 bar below the limit required or if the tyre is losing pressure quickly, the message delivered to the driver comes in red, urging him to stop immediately and remedy the problem.

The system is also able to take minor changes in temperature and pressure caused, say, by intense sunshine, hot air coming from the engine or unusual weight distribution of the car into account, thus avoiding a false alarm.

Available as an option: PAX wheels

Starting in 2005, the new Audi A6 will also be available with cast aluminium wheels with run-flat tyres - the so-called PAX system. These wheels and tyres allow the driver to continue for up to 200 kilometres at a top speed of 80 km/h, even if a tyre has suffered a complete loss of pressure.

Benefiting from the PAX wheel's run-flat qualities, the driver is able in the event of a puncture to reach an Audi workshop of his choice and is not required to change the wheel himself or call an emergency service. Clearly, this is the right kind of mobility appropriate for an executive car these days.

Even without pressure, the tyre and wheel still provide a high level of residual comfort - the driver does not feel any undue, permanent impairment of driving characteristics caused by the loss of pressure. To draw the driver's attention to an imminent puncture or a gradual loss of air in the tyre, the PAX system always comes in combination with automatic tyre pressure control keeping the driver informed of the condition of all wheels and reminding him to observe the maximum speed limit of 80 km/h in the event of a flat.

The PAX system is made up of a special wheel rim, a suitably modified tyre, and the actual emergency component, that is a support ring almost in the middle of the wheel rim and extending out to either side. This technology ensures the tyre's run-flat qualities even under a complete loss of pressure.

Body structure

Torsional stability up by more than 34 percent: progress of this calibre versus the body structure of the former model already lauded for its unique strength and stiffness again clearly confirms the qualities of the new Audi A6.

These qualities also come out clearly in terms of the car's vibration control and driving dynamics. Vibration amplitudes reduced to a minimum, for example, are a clear indicator of the high standard of stiffness and solidity achieved by Audi's engineers. And precisely this kind of vibration control is the crucial prerequisite for excellent acoustics within the interior.

A further crucial objective in developing the body structure was - and is - the need to maintain the highest conceivable level of passive safety, that is to efficiently protect the occupants in a collision. And at the same time it is important to avoid any increase in weight, since this would merely mean an increase also in fuel consumption and emissions. The only way to meet these conflicting interests, obviously, is to use the most advanced materials and joining technologies.

Lightweight structure and solidity

Using high- and ultra-high-strength steel plate, Audi's engineers have succeeded in reinforcing specifically those structural components that are absolutely crucial to superior body stiffness and stability. Lightweight aluminium components such as panels and extrusion-pressed profiles, on the other hand, help to save a considerable amount of weight.

Aluminium plate is the ideal material, for example, on the front lid and front wings, like on the former Audi A6. Aluminium can also be used, however, on large components subject to only moderate loads, such as the lower section of the rear bulkhead or the front panel upstream of the radiator. Used in the form of an extra-strong and stable extrusion pressing, aluminium can also be used for reinforcement purposes, for example on the side sills, where it stiffens the cell structure for extra safety in a side-on or offset collision.

The front roof frame is made of a hybrid structure, that is a combination of steel and aluminium. This blend of materials combines the positive properties of the two materials used, providing a lightweight structure with a high degree of solidity.

Tailored blanks or tailored rolled blanks are used at points subject to particular loads and strain, such as the spring strut crossbar or the front longitudinal arms. Such tailored blanks or tailored rolled blanks are, as the name indicates, rolled plates varying in wall thickness.

The various components and body panels are connected to each other by a number of different methods: apart from conventional spot-welding, rivets, spot-welding combined with bonding, laser welding and soldering as well as MIG welding help to provide a lasting, solid connection. This, in turn, serves to fulfil all kinds of different demands and requirements in each area and on each component.

Passive safety

One of Audi's fundamental objectives in developing every model is to make the passenger cell very stiff. After all, this is the basic structure serving as the foundation for all of the car's restraint systems and their protective effect.

One of the most important requirements in designing and building this cell is to focus on head-on collisions, by far the most common and significant type of impact in accident statistics. To put it in simple terms, therefore, the body development engineers have two main tasks in the area of safety technology: first, to convert kinetic energy into deformation energy absorbed by body

[340@7000]

Uhh, zou je misschien aan bronvermelding kunnen gaan doen opdat ik weet welk blad ik niet meer hoef te nemen :wink: .

Of heb je als eerste alle uitvoering gereden en dacht je dat het zo uniek was (terecht m.i.) dat je het in het Engels hebt gedaan om een groter publiek te bereiken :wink: .

[urquattro83]

Ja het is ff tikken maar dan heb je ook wat he! *kuch*

[Arlo]

:shock: damn...stukkie text zeg :shock:

Ik vond het boek beter dan de film :wink:

Hier de introductie van de nieuwe A6......LET OP...145Mb !!
(van de Duitse tv...mooie beelden tussen het gepraat door....)

http://www.audipassion.com/services/...6_02_04_de.mpg

Grtz. Arlo

[Jaap]

Gave filmpjes daar zeg op audipassion.com !! Dat is werkelijk genieten zeg...nou moet ik al dat stuff weer downloaden :o ,en ik heb het al zo druk.

Ook veel info over de oudere modellen.

[jeroenRS4]

Het is maar een klein verslagje hoor, want zoals jullie weten wie het kleine niet eert is het grote niet weert.

Een klein verslagje :? 8)

[340@7000]

Ja het is ff tikken maar dan heb je ook wat he! *kuch*

Mijn verzoek om een bronvermelding was eigenlijk serieus...

[a6power]

Pracht van een auto die nieuwe A6! De oude ronde lijnen zijn er een beetje uit, wat meer strakke lijnen wat de auto een dynamischer en gewoon strakker uiterlijk geeft. Hoewel ik t ronde ook super vond, vind ik dit toch nóg mooier.. Ander goed nieuws is dat de zwakke 2.0 en 1.8T niet meer gebruikt worden in deze A6. Dat zijn meer A3 en A4 motortjes.. Een A6 hoort gewoon power te hebben 8)

[ReinRS6!!!]

hmm Engels :?


Gr Rein

P.s Ik lees dit maar niet ik heb al genoeg traumas van school :wink:

[Chris-A4]

Ander goed nieuws is dat de zwakke 2.0 en 1.8T niet meer gebruikt worden in deze A6. Dat zijn meer A3 en A4 motortjes.. Een A6 hoort gewoon power te hebben 8)

Ik heb hier op dit forum A4 1.8 turbootjes gezien met een vermogen!!!!!
Arghhh, maar die zijn dan natuurlijk wel gekieteld. Maar ik durf het geen motortjes te noemen.

Maar wat je zegt, de A6 is inderdaad prachtig. En die dikke motoren zijn ook wel een echt feest om mee te rijden.

Ik hoop er over een tijd eens één te voelen (proefritje)... En daarna vreselijk te gaan sparen.

[a6power]

Ander goed nieuws is dat de zwakke 2.0 en 1.8T niet meer gebruikt worden in deze A6. Dat zijn meer A3 en A4 motortjes.. Een A6 hoort gewoon power te hebben 8)

Ik heb hier op dit forum A4 1.8 turbootjes gezien met een vermogen!!!!!
Arghhh, maar die zijn dan natuurlijk wel gekieteld. Maar ik durf het geen motortjes te noemen.

Maar wat je zegt, de A6 is inderdaad prachtig. En die dikke motoren zijn ook wel een echt feest om mee te rijden.

Ik hoop er over een tijd eens één te voelen (proefritje)... En daarna vreselijk te gaan sparen.

Vergeleken met de andere die in de nieuwe A6 liggen zijn het wel motortjes.. 4cilinder turbo is natuurlijk wel wat anders dan een V6 of V8 En 130 (geloof ik) pk van de 2.0 en de 150 van de 1.8T zijn niet voldoende voor een A6 vind ik... Een gekietelde 1.8T zou dat natuurlijk wel zijn.. Maar ik blijf toch liever bij een V6, wat gewoon veel lekkerder rijdt in zo'n grote auto 8)

[basvag]

Behalve dat ie mooi is,is ie ook nog eens heerlijk om mee te rijden.
Vorige week mocht ik rijden met de nieuwe A6 3.0 tdi quattro automaat.

Man, me A4 tje moest er van blozen....

Lekker ruim,goede zit,leuke centrale display voor radio cd telefoon en nog wat,heel vlot van de plek,ook in korte bochtjes,en onvoorstelbaar stil.

Heb compleet sprakeloos sleutel ingeleverd en heb dus ook geen enkel idee wat het kost.

Maarre.......een lekkere auto bouwen kunnen ze wel daar bij Audi. 8)

[Audiva]

Ik heb er ook in gereden en het is echt een hele fijne en super mooie auto, wel moest ik wennen aan al die knopjes (starten enz, enz).

Deze uitvoering was €86.000 geloof ik, eigenlijk wil ik het ook niet weten.

[Maarten_G]

Vanmiddag zag ik een 4.2 quattro rijden en ik moet zeggen dat de auto er een stuk beter uitzag dan op de fotos die ik gezien heb... de achterkant is wat simpeltjes, de voorkant is zoals het hoord bij een A6 lekker dik 8)