Our stunning Audi A6 comes with over £3250 worth of extras including Technology Pack, Ice Silver Metallic Paint, 18inch x 8J 5-Spoke V Design Alloy Wheels with 245/45 R18 Tyres, Front Heated Seats, 4-Way Electric Lumbar Support and Aluminium Trigon. Standard specification includes Bi Turbo Engine, Audi drive select, Audi parking system plus with front and rear sensors, Hill hold assist, DAB digital radio module, MMI Radio plus with CD player and bluetooth interface, SD card slot, Automatic headlights and automatic windscreen wipers, Anti-theft wheel bolts and much more!
Diesel 44.8 combined MPG
Location: Mazda Northampton Motors - Stock At This Dealer
All vehicles can be purchased from your local Motorparks dealer regardless of their physical stock location.
Best part-ex price paid
Ready to test drive
Low Finance Available
Qualifies for Warranty4life
A gorgeous Audi with over £3250 worth of features including the Ice Silver Metallic Paint and great factory fitted options. Enquire today to find out some more information!
CO2: 166 g/km
Emissions and Fuel
* Price does not include road fund license
Electric front/rear windows, Rear wiper
ABS/EBD, ASR traction control, Electromechanical parking brake, ESP
Audi drive select, Audi parking system plus with front and rear sensors, Hill hold assist, PAS
Remote electric boot opening/closing
Audible and visual fasten seat belt warning - front and rear, Service interval indicator
Auto dimming rear view mirror
Diesel particulate filter
DAB digital radio module, MMI Radio plus with CD player and bluetooth interface, SD card slot
Exterior Body Features
Body colour bumpers, Body colour door mirrors and handles, Body colour roof spoiler
Automatic headlights + automatic windscreen wipers
Aluminium door sill trims, Front centre armrest, Load area concept with rail system, lashing points & folding load floor
3 point seatbelts on all seats, Curtain airbags, Driver and passenger airbags, Driver/front passenger side airbags, Front passenger airbag deactivation, Tyre pressure monitoring system, Warning triangle and first aid kit
Isofix front passenger and rear seat preparation, Rear headrests, Split folding rear seat
Anti theft alarm, Anti-theft wheel bolts, Immobiliser, Keyless Start, Remote central locking
Sunvisors with illuminated vanity mirrors
|Badge Engine CC:||3.0|
|Based On ID:||N|
|Coin Description:||BiTDI Quattro 313|
|Insurance Group 1 - 50 Effective January 07:||38E|
|Man Corrosion Perforation Guarantee - Years:||12|
|Manufacturers Paintwork Guarantee - Years:||3|
|NCAP Adult Occupant Protection %:||N|
|NCAP Child Occupant Protection %:||N|
|NCAP Overall Rating - Effective February 09:||N|
|NCAP Pedestrian Protection %:||N|
|NCAP Safety Assist %:||N|
|Standard manufacturers warranty - Mileage:||60000|
|Standard manufacturers warranty - Years:||3|
|Vehicle Homologation Class:||M1|
|Standard Euro Emissions:||EURO 5|
|Engine Layout:||NORTH SOUTH|
|Fuel Delivery:||COMMON RAIL|
|Number of Valves:||24|
|EC Combined (mpg):||44.8|
|EC Directive 1999/100/EC Applies:||True|
|EC Extra Urban (mpg):||51.4|
|EC Urban (mpg):||35.8|
|0 to 62 mph (secs):||5.3|
|Engine Power - BHP:||313|
|Engine Power - KW:||230|
|Engine Power - PS:||True|
|Engine Power - RPM:||3900|
|Engine Torque - LBS.FT:||479|
|Engine Torque - MKG:||66|
|Engine Torque - NM:||650|
|Engine Torque - RPM:||1450|
|Tyre Size Front:||225/55 R17|
|Tyre Size Rear:||225/55 R17|
|Tyre Size Spare:||SPACE SAVER|
|Wheel Style:||10 SPOKE|
|Wheel Type:||17" ALLOY|
|Height (including roof rails):||1461|
|Width (including mirrors):||2086|
|Fuel Tank Capacity (Litres):||65|
|Gross Vehicle Weight:||2485|
|Luggage Capacity (Seats Down):||1680|
|Luggage Capacity (Seats Up):||565|
|Max. Loading Weight:||630|
|Max. Roof Load:||100|
|Max. Towing Weight - Braked:||2100|
|Max. Towing Weight - Unbraked:||750|
|No. of Seats:||5|
|Turning Circle - Kerb to Kerb:||11.9|
The latest generation Audi A6 allroad shows that compromise is far from a dirty word. Jonathan Crouch reports on the top 3.0 BiTDI version.
It's hard to think of a better 'one car fits all' vehicle than Audi's A6 Allroad, especially in top 3.0 BiTDI guise. It's presentable in any situation, it's at home in the city, blasting across continents, and slogging its way along dirt tracks. What's more it'll do all this in any weather, in total comfort and with some style to boot. This latest model takes the same Allroad template and adds some more space, some high-tech interior touches and a quite mighty diesel engine into the mix.
It's hard to believe given the car's healthy sales now, but the A6 Allroad was originally a car borne from Audi's failure to plan ahead. Where rivals from BMW and Mercedes had predicted that the market for lifestyle SUVs would explode, Audi sat on its hands. The result was that the BMW X5 and the Mercedes M Class both made massive profits for their rivals while the Allroad, whilst successful in its own right, never quite achieved that star billing. That was back in 2000 and it was another six years before Audi would introduce the Q7 SUV to take the fight to its rivals and replace the Allroad with a slicker, more sophisticated successor. By that time, the SUV market had started to mature and the early adopters were starting to look for alternatives that offered much the same capability but in a more socially discreet guise. While this may not have been great news for the Q7, it meant that the Allroad's time seemed to have come. What was once merely an expedient piece of product planning became a fixture in the Audi line up. That second generation car started to distance itself on price from the car that had been the Allroad's key rival, the Volvo XC70, and by the time this third generation A6 Allroad appeared in 2012, there was very little overlap between the Volvo and Audi offerings in terms of price. Don't let the fact that the latest A6 Allroad operates in a virtual class of one suggest that Audi has become complacent. Join me and we'll have a good look at why this car deserves some serious respect, especially with its most potent 313PS BiTDI engine beneath the bonnet.
Equipped with air suspension, the ride quality is very good, Audi having left behind its period of overly firm riding cars. The suspension up front comprises struts enclosed by pneumatic springs while at the back these units are separated. The air suspension settings can be controlled via the Audi drive select system and can be switched between Dynamic, or Comfort which are quite self explanatory. There's also an automatic mode which uses a series of sensors to attempt to gauge the best mode for any given condition and an Allroad mode which raises the body for off-road driving by 35mm. Lift mode adds another 10mm to that for when you really need all the ground clearance you can get. The 3.0 BiTDI variant we're looking at here features two series-connected chargers. At low revs a flap between them is closed and the smaller turbo with its variable turbine geometry does most of the work, with the big charger taking care of pre-compression, yet you'll still be able to make the peak torque figure of 650Nm from just 1,450rpm. From about 2,500 rpm, the valve starts to open, and the small charger increasingly transfers the major share of work to its counterpart. In the range between 3,500 and 4,000 rpm, the valve opens completely, and only the large charger still operates. To avoid the usual tuneless diesel blare there's a sound actuator in the exhaust system which gives the engine a purer bass tone, best sampled in Dynamic mode. The 313PS output propels the Allroad to 60mph in 5.3 seconds and on to an electronically restricted top speed of 155mph. That's pretty good going for a car that weighs nearly two tonnes.
This third generation Allroad follows a very specific evolution of the line. Each successive model has become more subtle and elegant in its styling and has also grown in size. Make no mistake, this is now a very big motor. The designers have worked to reduce weight by introducing more lightweight materials into the build process and this car features aluminium cross members in the bumpers and luggage area. The front wings, doors, bonnet and tailgate are also aluminium and Audi claims that this cuts the weight of these parts by 20 per cent. The car has grown in length by 6mm which doesn't sound much, but it's also 36mm wider and 13mm longer. More significantly, there's an additional 72mm of wheelbase, largely brought about by shifting the front axle-line forward, enlarging the passenger cell and reducing front overhang. Jump inside and you'll appreciate some of the benefits of that increased size. Front headroom, interior length and shoulder room have all increased, with the front seats now an additional 20mm further apart. There's 7mm more rear headroom but the luggage bay remains the same size as before at 565 litres. Up front, it's much as you'd find in a conventional A6 Avant and that's certainly no bad thing. The build quality is typically impeccable, from the leather work on the seats to the attention to detail of the damped handles and covers. The piano black trim parts have even been treated with a UV-resistant coating to keep them from fading in fierce sunlight.
A6 allroad pricing starts from just under £45,000, but you'll need a £50,000 budget for the 313PS 3.0 BiTDI flagship variant we've been looking at here. Like all models in the line-up, it features Milano leather seats fitted as standard as well as cruise control, parking sensors, auto dimming rear view mirrors, dual zone electronic climate control, 18-inch alloy wheels and heated door mirrors. The MMI system includes full colour satellite navigation on the 6.5-inch retractable display and there's also a 180 watt stereo with AUX-in and a separate subwoofer for a really crisp clean bass response. If you're feeling a bit flush, you could opt for the head-up display or the hard drive-based MMI Navigation plus system with touchpad operation and wide-screen eight-inch monitor. Then there's a 15-speaker Bang & Olufsen sound system, comfort seats with a ventilation and massage function and a panoramic glass roof. Where things really start to get a bit next level is by specifying the Mobile Phone Preparation - High option with Audi connect. This brings online services to the car via a 3G connection on your mobile phone, including Google Earth mapping, Google Street View, and Audi traffic information online function which uses your phone signals to pinpoint traffic congestion or accident black spots in real time.
Perhaps the smartest thing about the Audi Allroad is its efficiency. You'll have already justified the asking price of the car in terms of its build quality, equipment and power output, so getting excellent efficiency almost feels like a bit of a bonus. Audi likes to publish comparison information with its cars that's clearly massaged to show its products in the best possible light but with the Allroad there are some stats that just can't be ignored. According to CAP Monitor, you should get about 38% of your purchase price back after three years. Plus day-to-day running costs are almost unbelievably low for the 3.0 BiTDI variant, given the potent 313PS it offers: a combined cycle figure of 42.2mpg and a CO2 return of just 176g/km. It's not so long ago that these were respectable supermini figures. Now we get that from a massive four-wheel drive twin turbo car with the sort of performance that will embarrass a Porsche. Obviously, the residual values figures start to look a bit less impressive if you've loaded a few grands worth of options into the Allroad, so it's important to figure out exactly what toys will give you a decent bang for your buck come resale time.
We get an average of 184 wet days per year in the UK. Climatologists tell us that our winters are set to get more unpredictable with higher likelihoods of snowfall. British roads are routinely rated as the worst in Western Europe. Given that prospect, an all-wheel drive estate car with an elevated ride height seems like the perfect car for this country and if you want the best one, there's not really any argument where you need to shop. Audi's third generation Allroad isn't cheap, especially in this top 3.0 BiTDI guise, but once you've swallowed the initial purchase price, it retains its value well, the diesel engines are clean, powerful and economical and, above all else, it feels as if it's built to last. The air suspension cushions the worst excesses our cable TV, gas and electrical contractors can do to our roads and with more space and better equipment than before, but the end result is that the Allroad is just a really relaxing and enjoyable place to spend time behind the wheel. Sometimes it takes a lot of cleverness on the part of a manufacturer to arrive at such a simple result. Maybe Audi are onto something here.
By Andy Enright
Audi might have developed niche models for almost every market, but the A6, along with the A3 and A4, represents the spine of its range. In the UK at least, the A6 has long played supporting act to the likes of the BMW 5 Series and Mercedes E-Class but when it came to the launch of the fourth generation model in 2011, Audi decided that it was time to propel the A6 firmly into the limelight. Whereas every previous A6 redesign had seen the car get bigger and heavier, the C7 generation of the A6 went the other way. It was slightly smaller, a lot lighter and far more efficienct than before. The electronic systems built in were hugely impressive and the car was better to drive and easier to live with. Does it stack up just as well as a used proposition? Read on to find out.
4dr saloon / 5dr estate (3.0, 4.0 petrol, 3.0 diesel [base, SE, S line, S6, RS6, Black Edition])
Perhaps we can sometimes stand accused of a little parochialism in the way we perceive the A6. To British customers, it's the car that chases BMW and Mercedes. Beyond our shores though, it's much more than that. In fact, the MK3 model A6 was the best selling executive saloon in the world. Admittedly a good slug of these sales came from China, where a locally produced long-wheelbase A6 was a monster hit, but even without this skew on the figures, the A6 has done extremely well in taking on the likes of the Mercedes E Class and the BMW 5 Series. Here in Western Europe however, the A6 could often be found lagging behind these nemeses in the sales charts. The reasons are hard to establish, but probably hinge upon the more dynamic driving appeal and image of the BMW and Mercedes models. If that is the case, then Audi's decision here to counter with a revised A6 focusing on efficiency brought about via lightweight construction didn't seem to be the way to put European bums on seats. The cars started arriving in UK dealers in spring 2011, with four engines being offered. The big seller was the front-wheel drive 177PS 2.0-litre TDI diesel, with the 3.0-litre TDI diesel available in either 204 or 245PS guises. There was also a 300PS 3.0-litre TFSI petrol engine. Quattro all-wheel drive was offered, this version being uprated via the fitment of a crown gear centre differential and a torque-vectoring function. The transmissions hinged around either a conventional manual or a Multitronic CVT auto 'box for front-wheel drive cars - or an S tronic twin clutch auto option for quattro versions. In January 2012, the 313PS BiTDi 3.0-litre diesel engine was launched for the A6, mated to an eight-speed Tiptronic transmission. We also got the 414PS Audi S6 quattro with its downsized 4.0-litre engine actually offering about 20PS less than its predecessor. Brave move. November 2012 saw the launch of the Black Edition trim, with features such as 20-inch alloys, a BOSE sound system, sports seats with black Valcona leather, piano black inlays in the cabin and a black finish for the grille and number plate surround. Spring 2013 ushered in the A6 Hybrid, powered by a 2.0-litre TFSI petrol engine mated to a 53bhp electric motor, which resulted in a combined 242bhp.The ballistic Audi RS 6 Avant appeared in summer 2013, powered by a 4.0-litre V8 TFSI engine good for 560PS. In February 2014 the 177PS 2.0-litre diesel was pensioned off and replaced by a 190PS 2.0-litre diesel in a model badged the 'A6 ultra', bringing 64.2mpg economy and 114g/km emissions when paired with the seven-speed S tronic transmission. The A6 was replaced at the start of 2015 with a facelifted version first unveiled at the 2014 Paris Motor Show.
If there was one defining characteristic of the old MK3 model A6, it was its size. The thing was huge. While that was great for rear seat passengers and people smugglers, it never did much for the car as a dynamic entity and with this fourth generation model, it was refreshing to see that Audi managed to resist the temptation to go large again. The MK4 A6 turned out to be both shorter and lower than its predecessor but a few millimetres wider. Despite that, rear legroom was up, due in no small part to the car's wheelbase being longer than before. Use of aluminium cut the car's body and chassis weight by 15 per cent with 80kg being shaved off the final product. A kerb weight of 1575kg while toting a diesel engine certainly seemed laudable for a car this large. To put that figure into perspective, it's not much more than a Nissan 370Z coupe. The styling was rather predictable, Audi deciding not to risk edgy styling on one of its mainstream cash cows, but the overall effect was cleaner and sleeker than before. The shorter front overhangs gave the MK4 A6 a more dynamic stance, helped by the lower roof line and more aggressively tapered rear. Ultimately, it was a very assured piece of styling, although not one that provoked too much reaction. The interior followed a similar theme and was familiar to buyers who'd given the pricier A7 Sportback the once over. A wraparound dash with low key but high quality detailing followed Audi's A8 design theme.
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The prior MK3 generation A6 had started to shake off the car's surprisingly shaky reliability record before the launch of this fourth generation car. Corrosion is simply not an issue with Audis and another reason why resale values are high. Look for a fully stamped up service history and look for uneven tyre wear on the S line models. Also make sure there aren't any parking scrapes or kerbed alloys. You'll probably find the best bargains with the most scope for negotiation on the 177bhp diesel models as they're the most common.
(approx based on a 2012 A6 3.0 TFSI) A clutch assembly kit will be around £250 and an exhaust system will be about £300. An alternator should be close to £150 and a radiator around £175.
Weight reduction as a method of improving the driving experience applies just as much to executive models as it does to sports cars. The benefits in terms of handling, braking and acceleration are easy to imagine but there are also key benefits in terms of ride quality, especially if the weight reductions come, as they do in the A6, hand in hand with an increase in chassis stiffness. This Audi has never had the best reputation for ride, largely because it took the brand quite some time to figure out how to tune their suspensions systems in harmony with the stiffer sidewalls of run-flat tyres. The Mk4 A6 improves that situation by taking crucial unsprung weight out of the suspension system by using aluminium components and also offers the option of adaptive air suspension with controlled damping. Engines? Well from launch with this car, Audi concentrated on efficiency with a 175bhp 2.0-litre TDI diesel that was the big seller. Two more diesels were also available, both based on a 3.0-litre common-rail V6. The 202bhp version was offered with Audi's optional Multitronic continuously variable transmission and front-wheel drive while the brawnier 243bhp V6 diesel got quattro four-wheel drive and Audi's seven-speed S-Tronic twin-clutch gearbox. It was good for 62mph in 6.1 seconds. Those wanted more initially needed a petrol engine - the 298bhp 3.0 TFSI with 298bhp, quattro four-wheel drive and a seven-speed twin-clutch gearbox. It was a car that rocketed through 62mph in 5.5 seconds. Folk needing to go quicker still were soon offered the S6. Its twin-turbocharged, direct-injected 4.0-litre V8 generated 414bhp and cranked out 550Nm of torque at just 1,400 rpm - which was a little more torque than the previous generation model's V10 mill. The S6 got a twin-clutch transmission with seven speeds, which could be marshalled by some cool aluminium paddle shifters. Quattro all-wheel drive transmission was naturally standard, this time combined with an optional torque vectoring differential between the rear wheels. Tipping the scales at 136 kilos less than its predecessor, you'll find that the S6 is no slouch, bludgeoning its way to 60mph in just 4.6 seconds. With better weight distribution than before, it also features "cylinder on demand" technology that allows the V8 FSI engine to cut four of the cylinders when cruising to aid efficiency. At low speeds or when throttle demand is higher, the erstwhile dormant four cylinders thrum seamlessly back into life. The S6 rides on standard air suspension and Audi drive select driving dynamics system is also standard. Beyond that, there's the top RS6 flagship variant if that seems slow.
This fourth generation A6 did all the right things. It was smaller and lighter than before and featured more efficient engines. Audi even stepped back from the brink by launching an S6 model with less power than its predecessor. Better built, with refined diesels and a slick hybrid, rapid sports models and the usual mix of saloon and estate variants, the A6 helped build the Audi's market penetration in this segment, but by the end of 2013, it still only had half the UK market share of a Mercedes E Class and was languishing some way behind the BMW 5 Series. So was it an underperformer? Not really. Audi plays a very long game and progress in the right direction works for them. As a used buy, it's a decent bet, despite strong residuals that'll keep prices strong. Even S6s are retaining their value better than before thanks to today's slightly more amenable fuel prices. Look for cars just coming out of warranty for the best bargains.