A universal body, all-wheel drive transmission and high ground clearance in one “bottle” - this is the recipe for a truly all-weather and all-terrain automotive “cocktail”. All-terrain capability here should not be confused with off-road capability - the reputation of all-terrain station wagons, if spoiled in any way, is only by the fact that owners often overestimate their abilities and demand the impossible..
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Test drive November 16, 2006 Closer to the asphalt (A6 Allroad 3.2 FSI; 4.2 FSI; 2.7 TDI; 3.0 TDI) In 2000, the Audi company introduced the Allroad, an unusual car for that time: a luxury business station wagon (made on the basis of the A6 Avant quattro model) with a range of powerful engines, capable of overcoming average off-road conditions. It was a niche car, the demand for which exceeded all expectations. In six years, more than 90,000 “Allroads” were sold worldwide, which is much more than the expected volume. Since the market accepted this model well, Audi logically decided to develop fertile ground and introduced the new A6 Allroad quattro based on the latest generation A6 station wagon.
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This Audi A6 model was produced from 1997 to 2004 on the new C5 platform. The body was designed in a special way, which allowed the A6 C5 to receive a very high safety score - 4 coveted stars out of 5 possible. The car was produced in sedan and station wagon bodies.
In 1999, the first and very small restyling of the A6 C5 model took place. The updated models received a reinforced body, the headlights underwent changes, the shape of the foglights and rear-view mirrors were changed. The dashboard panel has also been changed. In the same restyling, two new engines appeared with volumes of 2.7 liters (biturbo) and 4.2 liters. Also for single-wheel drives (not "Quattro"), an automatic transmission of the CVT type "Multitronic" was introduced.
In 2001 (model year 2002) the second restyling of the model took place, which affected not only the appearance, but also the suspension settings and the engine line. Headlights, depending on the choice of configuration, could now be either xenon or bi-xenon, rear lights were changed, the shape of the bumper was changed, the right rear view mirror was brought to normal size, chrome body parts were replaced with matte aluminum. The instrument panel now had a edging made of brushed aluminum. The climate system has learned to automatically recirculate air depending on its purity. The audio system has also been improved. Engine volume 2.8l. was discontinued, many other engines were modernized with an increase in their power. The Tiptronic automatic transmission has acquired a “Sport” mode to replace the old gradation of “2-3-4” modes.
More details about Audi A6 C5 engines:
The A6 was equipped with gasoline and diesel engines, which performed quite well. Gasoline: 1.8 with turbine (in modifications AEB, ANB, APU, ARK, AWL, AWT) - 150 hp, (AJL) - 180 hp. without turbine (ANQ, AJP, AQE, ARH) - 125 l./str., V-shaped six-cylinder 2.4 l. (AGA, ALF, AML, APS, ARJ) - 165 h.p., 2.4 l. (BDV) - 170 l. .With. and 2.8-liter internal combustion engine (AHA, ACK, ALG, AMX, APR, AQD) - 193 hp), turbocharged 2.7 liter (AJK, AZA) - 230 and 250 hp, 4.2-liter V8 (ARS, ART, ASG, AWN) - 300hp. for S6.
A little later, the manufacturer equipped the 4.2-liter unit with two turbines (BCY), which made it possible to remove 450 “horses” from it. In 2001, the naturally aspirated 1.8 was replaced with a naturally aspirated 2.0-liter engine (ALT) - 130 hp, the 1.8-liter turbo engine was completely removed from the assembly line, the 2.8-liter internal combustion engine was replaced with a 3.0-liter (ASN) - 220 hp.
Modifications and characteristics of AUDI A6 C5 gasoline engines:
Diesel engines are represented by a 1.9-liter TDI (AFN, AVG) - 110 hp and 2.5 TDI (AFB, AKN) - 150 hp. After restyling, their power was increased to 130 (AVF, AWX) and 180 (AKE, BAU, BDH, BND) horsepower, respectively. There were also modifications of 2.5TDI diesel engines with 155 (AYM) and 163 hp (BDG, BFC), but they are not very common in the CIS.
Modifications and characteristics of AUDI A6 C5 diesel engines:
The Audi A6 was equipped with a 5-speed manual transmission, 4 or 5-speed automatic transmission with a DSP function, which not only adjusted to the driver’s driving style, but also took into account the degree of adhesion of the tires to the road surface. The Tiptronic function made it possible to switch the box to manual control. Since 2000, the A6 began to be equipped with a Multitronic CVT, which cannot be called reliable. 4-automatic transmission was installed on version 1.9TDI. All-wheel drive A6s were equipped with a manual transmission or a 5-speed automatic transmission.
Audi A6 C5 1997-2001
All used A6s in the C5 body already have a decent mileage, and their problems have already been thoroughly discussed on all Internet forums, so we can draw an unambiguous conclusion about their reliability: the Audi A6 is a real high-quality German car that does not cause trouble to the owner with proper maintenance. The bulk of these cars were brought to us from Europe, some of the cars were brought from the USA.
But still, despite the high reliability, time does not spare anyone. At the moment, the mileage of these cars has already exceeded 200 thousand km, some have driven more than 300. Keep this in mind and do not be fooled when buying such a car by advertisements with a mileage of 120-150 thousand km.
But it is worth noting that, despite its considerable age and mileage, the paintwork of this car, which was not involved in an accident, is still holding up well. Only on the very first models can you find blistering paint on the wheel arches, near the door hinges and in some other places. This durability of the paintwork is achieved thanks to Audi's body galvanizing technology.
The interior of the A6 is solid, sound insulation is at a sufficient level and without “crickets”.
A6 motors are reliable. Their main problems are caused by the current high mileage and aging over time.
The A6 loves high-quality fuel: 95 or 98 gasoline, those who filled it with 92 got problems before others.
Audi A6 C5 Avant 1997-2001
The timing chain resource is about 180 thousand km, but in practice it is better to replace it once every 120 thousand km. For engines with a timing belt drive, the belt needs to be replaced every 60 thousand km; along with the rollers and belt, the pump must also be changed.
One of the common problems of the A6 is the coolant temperature sensor; its “glitches” do not depend on the mileage; they can begin as early as 20 thousand km. But the sensor is cheap and replacing it is not wallet-friendly.
At mileages close to 200 thousand, the catalyst often fails, which is accompanied by a loss of power and an increase in fuel appetite. Usually it is changed to a “fake” with re-flashing of the “brains”.
Very often, at such mileage, the A6 begins to ooze oil from under the cylinder head cover. The reasons for this can be either simply loose bolts, or a clogged ventilation system of the CG, and even deformation of the internal combustion engine as a result of overheating. A clogged crankcase ventilation system is determined as follows: with the engine running, open the oil filler cap and cover it with your palm. If the palm is repelled by gases, then the system needs to be cleaned.
Audi A6 C5 2001-2004
At a mileage of more than 200 thousand km, the engine’s oil appetite begins to increase, but we must pay tribute to the German engineers - it usually does not exceed the declared liter per thousand km.
After 200 thousand, a hydraulic chain tensioner usually exhausts its service life. The need to replace it will be indicated to you by the knocking of the camshafts, which is most noticeable at idle speed, and it increases at speeds of more than 1.5 thousand.
The most common engine in the A6 in our country is considered to be a 2.4-liter gasoline engine. Leaking cylinder head covers and oil in spark plug wells (due to a leaking valve cover gasket) can be called widespread problems.
The 2.8 engine has an increased oil appetite. On cars manufactured before 1998. The hydraulic timing chain tensioner failed very quickly.
Audi A6 C5 2001-2004
A6 diesel engines love high-quality fuel and timely, competent service. The weak point of the 1.9 TDI engines can be called the muffler corrugation. 2.5-liter engines before 2002 were characterized by problematic camshafts. The rotor pair of a high-pressure diesel pump fails after 200-230 thousand kilometers. There is no way to do this without replacing the fuel injection pump. At 400 or more thousand kilometers, a major overhaul of the A6 diesel engine is required, including replacing the turbine and grinding the shaft.
The most reliable of the gearboxes installed on the A6 C5 is considered to be a manual gearbox, operating for more than 200 thousand km without problems. The Audi “automatic” is more capricious than the “mechanics”, but the “Multitronic” variator causes the most “hemorrhoids” to the owners.
Interior of Audi A6 C5 2001-2004
The Tiptornik automatic transmission lasts approximately 170-200 thousand km, although the manufacturer claims its service life is 300 thousand. The box fails due to wear of the clutches and failure of the automatic transmission oil pump.
The service life of the power steering pump is quite long - about 300 thousand km. On cars produced before 2000, it is worth paying increased attention to the brake hoses.
In old A6s (before 2001), the weak point can be called the electrics. Over the years, the dashboard begins to glitch, the arrows on which either begin to move chaotically, or, conversely, freeze in place. The only cure is to replace the entire panel.
The service life of the A6 suspension depends on operating conditions. It works properly for 70-100 thousand km. Its expensive place is considered to be the aluminum front suspension arms. Ball joints are replaced only as an assembly with a lever, and there are 8 levers on the front. But now the levers can be restored with high quality, which significantly reduces the cost of repairing the A6 suspension. The A6 has a beam at the back. Its silent blocks (there are two of them) are very expensive. It’s better not to skimp on replacing them; high-quality silent blocks will make you forget about problems with the rear beam for a long time.
CV joints and wheel bearings last almost 200 thousand km.
In general, the Audi A6 is a fairly reliable and durable car. When choosing such a copy on the secondary market, it is highly recommended not to spend your last money, much less take on debt. All presented examples have an average mileage of 200,000, which means that the life of many elements of the car has come to an end, so it is necessary to have a certain amount of money to restore worn-out elements. But after all the necessary repairs, the A6 will not cause trouble to its owner for a long time. Remember - if you want to drive without problems, then saving on spare parts for Audi is unacceptable!
A selection of reviews, video reviews and test drives of the Audi A6 in the C5 body:
Crash test Audi A6 C5:
Since the first generation of the A6 was actually just a “hundredth in a different wrapper,” the truly new A6 was presented only in 1997, at an exhibition in Geneva. The car was assembled on a completely new C5 platform (4B body), and became more modern and more complex.
The model turned out to be successful, and more than once found itself in the TOP 10 automobile ratings. In the CIS, this car also took root well, symbolizing the status of the owner with its entire appearance. Especially in the first years of sales, in the eyes of the public (and in reality this was often the case), the owner of the A6 became a deputy or a businessman. Today, even a “mere mortal” can purchase an Audi A6 C5, and the model has not yet lost its premium roots. In this regard, many have a strong association that maintaining such a car is very expensive. Below we will look at all the pros and cons to ease your pain in choosing a used car.
Body
The body of the Audi A6 is made according to the best German technologies and “traditions”, it is completely galvanized and does not cause problems with corrosion. The new body has improved the aerodynamic qualities of the car, and passive safety is also at a good level (solid interior section and designed deformation). True, it was not possible to score five stars in EuroNCAP; one point was removed due to the risk of injury to the driver’s knees in a frontal collision. But even in the base Audi installed four airbags, with the ability to “reproduce” up to 10 pieces.
Body features include an aluminum hood and trunk lid. This was done to make the car lighter, and problems can only arise in the event of an accident, since aluminum cannot be straightened (if it is straightened, it is very expensive). But in the current age of widespread “showdowns” and “donor cars”, this is not such a problem. A hood in good condition can be bought at a “dismantling” for $300, and a trunk lid for $80, and if you’re lucky with the color, then it’s a total savings.
In February 1998, they began producing the station wagon body, or as Audi calls this type of Avant body. This body has become widespread due to its harmonious design and practicality. Although the trunk volume is not very outstanding (455/1590 liters, and in the sedan the trunk is 550 liters), but going to the sea with neighbors is quite enough (you can even do it with tents). There are even configurations with a third row of seats (though they are designed for children).
The model was restyled in May 2001. Then the headlights and the right rear-view mirror were enlarged (before restyling, the right mirror was smaller than the left, if the mirrors in a car before 2001 were the same, there is a possibility that it was converted from right-hand drive to left-hand drive), the rear lights were changed and a chrome edging appeared air intake in the front bumper. The technical part was not missed either; changes affected the suspension, which was modernized to increase reliability. The range of engines has also changed.
Equipment and interior of the Audi A6 C5
5 people in the Audi A6 will feel quite comfortable (if they are not sumo wrestlers, of course). The interior is one of the most spacious in the class, and more importantly, one of the highest quality. The assembly and quality of materials are at the highest level, even after 10-15 years of “human” operation, you will not hear any squeaks or knocks while the car is moving. Moreover, the sound insulation also did not disappoint. 
Already in the basic configuration, the Audi A6 will delight you with air conditioning, automatically heated rear-view mirrors, front windows with a “do not pinch” function, foglights, central locking (although now VAZ, try to find one, without central locking), and there should also be 4 airbags. And since the Audi A6 was often bought in the maximum configuration, it is not difficult to find and buy an Audi with an additional set of options. And there are a huge number of options: anti-skid, stability control system, heated seats, driver's door lock and windshield washer nozzles, electric adjustment of the front seats, linking the position of seats and rear-view mirrors to different ignition keys, leather interior, glass sunroof, factory xenon and many more what. What’s especially nice when buying a used car is that all these nice little things don’t dramatically affect the price.
Engines Audi A6 C5
The variety of the Audi A6 engine line is impressive: 10 gasoline and 3 diesel engines. All these engines have one thing in common - expensive repairs. Therefore, when buying a used car, you should not skimp on engine diagnostics (or any diagnostics). Especially diesel engines, on which the cylinders do not start to turn off, it is very difficult to understand that the engine is “near death”. Let's start in ascending order:
1.8 (ADR, 125 hp)— inherited from the previous C4 model. An unpretentious 4-cylinder engine, for those who like a calm and measured ride, since if this engine is “driving”, it will not last for a long time. The engine life is lower than that of the V6; during normal operation, it runs on average 300,000 km.
1.8T (ADR, 150 hp)— the same engine, only with a turbine. The turbine adds 25 horsepower and 3-4 problems. Mostly, problems arise due to improper operation of a turbocharged engine: poor quality oil, untimely replacement or cleaning of the oil pipe, stopping the engine before the turbine has cooled down (30 seconds to 2 minutes after stopping, depending on the intensity of traffic, it’s easier to set a turbo timer!) .
2.0 (ALT, 130 hp)- appeared after restyling, judging by the reviews of Audi A6 owners, it is better to take the time-tested 1.8 ADR or jump to six cylinders.
2.4 (AGA, 165-170 hp)- many consider this motor to be the “golden mean”. The service life of six-cylinder engines from Audi, with good maintenance, is 500,000 km. At least once every 100 thousand km it is necessary to clean the radiator and do not forget to change the coolant; if you ignore it, the engine may overheat (the consequences eat up at least $800 from the family budget). 5 horsepower was added after restyling in 2001.
2.8 (ACK, 193 hp)– the same V6 as the previous one, only power and fuel consumption are higher. Although the consumption is only 5-10% higher, and if the car is loaded, then 2.4 can “eat up” even more than 2.8.
3.0 (ASN, 220 hp)–30-valve V6 with an aluminum block (if it comes to a major overhaul, it costs an order of magnitude more than the 2.4 and 2.8 engines), which began to be installed after restyling, instead of the 2.8 ACK.
2.7 + 2 turbines (ASN – 230,ARE, BES - 250 hp)– an almost legendary engine, with acceleration of 7.6 and 6.8 seconds to hundreds (depending on the herd under the hood). Since they don’t buy a car with such an engine for “retirement” driving, it’s rare to hear about city consumption below 16 liters, more often it’s 18-20 liters. The maintenance features are the same as with previous V6 engines, just don’t forget about 2 turbines. Unconsciously, like “what if you’re lucky,” you shouldn’t buy a car with this engine.
4.2 (ASG, 300 hp)- a gas and oil hog (a liter of oil per 1,000 km, almost the norm) with a non-repairable aluminum block, and acceleration to hundreds in 6.9 seconds (which is comparable to a 250 horsepower 2.7 biturbo engine). Motor for "fanatics".
The diesel engine volume can be only 1.9 or 2.5 liters, but it is easy to get confused in the modifications. If you need a reliable and economical engine, and speed characteristics are not particularly important, then choose the Audi A6C5 with a diesel engine 1,9 TDI(110 hp). The modification with pump injectors can be 115 or 130 horsepower, but you will have to pay extra for the increased power in case of repairs. With proper maintenance, 1.9-liter diesel engines can run 400,000 km without repair.
And if you want a more powerful diesel engine, then in the case of the AUDI A6 C5, it is better not to combine these two concepts, since 2.5 literTDI (AFB, 150 hp) became famous for its unreliability and high cost of repair (engine 2,5 AKE, 180 hp, which appeared in 1999, except for power, is practically no different from its predecessor AFB). Basically, major problems with this engine begin after 200,000 km (and these are the majority today). One of the main reasons for major repairs is an unfinished timing system. The problem was resolved only in 2003, and engines with a modernized timing drive received the marking - BAU, BDG, BDH. A thorough diagnosis before purchase is mandatory, although it is impossible to assess the condition of the timing system without removing the valve covers.
The key to the health of any engine: timely maintenance (timing belt, filter, oil, turbine pipe), high-quality oil and fuel, regular replacement of antifreeze and cleaning of the radiator. Unfortunately, in the CIS, car owners rarely comply with at least one of these conditions, so do not spare money on high-quality diagnostics before purchasing an Audi A6, it will help you save significantly in the future.
Gearboxes
The mechanics can be 5 or 6 speed, and do not cause any problems at all. The only recommendation is to change the oil once every 150 thousand mileage (although many do not do this, firmly believing that the gearbox is maintenance-free).
With “automatic machines” the matter is a little more complicated. Usually problems arise with the electronics of the Multitronic variator, but this is a “rare guest” in our area, as well as with the control unit of the adaptive box with Tiptronic (although, in general, the box is quite reliable). An ordinary automatic machine does not cause problems, if used properly, of course. The maintenance schedule for all automatic transmissions is the same - every 50,000 km the oil and filter must be replaced.
Chassis
The front suspension of the Audi A6 C5 is surrounded by many legends, mostly negative. In fact, the durability of the suspension depends on three factors:
- Quality of spare parts. An original set of levers usually lasts 100,000 km and costs $1,000, an analogue from the German manufacturer LEMFÖRDER - 50-60,000 km, and the price for a set is $600, and a factory made one from China will cover 25-30,000 km for $300.
- Correct replacement of levers. If you tighten the bolts on an unloaded (the car is lowered on the stops) suspension, then even original spare parts will only last half their life.
- Driving style and road surface quality. There is nothing to comment on here, with our roads, you can “kill” the suspension on any car almost in one day.
It is not necessary to change a whole set of front suspension arms; you can change individual arms as necessary. People's "Kulibins" have learned to restore ball joints (although they are unlikely to give a good guarantee) and repress silent blocks (available freely for sale).
But the rear semi-independent suspension will not cause any problems; the average maintenance period for the rear suspension on a single drive is 200,000 km. You will have to change 2 silent blocks and shock absorbers. In the case of Quattro all-wheel drive, a “bunch” of silent blocks is added to the maintenance list, although it’s worth it. Especially in winter, you will feel all the benefits of the four leading ones. Audi's all-wheel drive is one of the most reliable units; the Torsen self-locking differential has been tested since the 80s.
Bottom line
The Audi A6 C5 is a car worthy of your attention, but it is worth considering the past of a particular instance. If the car has been serviced efficiently and on time, then its owner will become the “Lord of the Rings” and will receive comfort and pleasure from driving. Otherwise, the purchased A6 will become the “lord” of your wallet. Therefore, high-quality diagnostics before purchase are necessary in any case. And the points that you should pay special attention to are written above.
Good luck on the roads!
The second generation of the popular German car, with its appearance on the market, made the model even more in demand among buyers, and also brought the brand’s sales to a new level. Such a car had new transmissions and engines in its arsenal.
The Audi A6 C5 first appeared before the public in 1997 - as part of the prestigious automobile exhibition in Geneva. Then a four-door modification was shown. The station wagon (Avant) debuted a year later, in February, and before this the world was shown photos and videos of the new product.
The Audi A6 C5 sedan entered the assembly line in the summer of 1997. Station wagon - in 1998. The model was discontinued in 2004, but was restyled in 2001.
In general, it is worth noting that the second generation of this car personified the emergence of Audi’s own corporate style. Therefore, the design similarities between the TT Roadster and the Audi A6 C5 are not accidental. And indeed, for its time the car looked very presentable.
However, if you delve deeper into the chassis, the innovations here are not revolutionary in nature:
- MacPherson strut - front suspension;
- The rear is a “multi-link”.
The traction of some power units was realized through the proprietary Quattro all-wheel drive system, and the key type of drive was front-wheel drive.
The Audi A6 Allroad deserves a separate discussion. This car appeared in 2000 and, in fact, became the founder of a whole class of all-terrain station wagons.
External differences between the Allroad and a regular station wagon are an unpainted body kit, high ground clearance, and roof rails. In terms of technology, it is noteworthy that all-wheel drive was already available in the basic equipment.
Another interesting modification of the Audi A6 C5, which was positioned as a factory tuning, is S-line. Such a car can be recognized by its special sports suspension with a low ground clearance, aerodynamic body kit, massive bumpers, S-line letters, sports interior attributes (sports seats, steering wheel, aluminum pedals).
Motors
The petrol range is represented by 1.8-4.2 liter engines. Power varies from 125 to 300 horsepower. Diesel engines have a volume of 1.9-2.5 liters, the potential of which ranges from 110 to 180 horsepower. You can choose from a five- or six-speed manual transmission, a five- or six-speed automatic transmission, or a CVT.
It was with these engines that a new era in their maintenance began; for example, in order to replace the timing belt, you will have to disassemble the entire face.
And other types of work (replacing the air conditioning compressor, thermostat, cooling pump) require removing the front bumper and moving the face to the service position.
Price policy
On the secondary market, the Audi A6 C5 can be found in two body types:
What do users think?
Owner reviews indicate that the Audi A6 C5 is an excellent representative of the E segment. This is confirmed, first of all, by the large size of the Audi - it is spacious inside. Also, in favor of comfort, many people attribute the soft suspension.
As for engines, they are very popular, but there are complaints about them in terms of reliability, as well as oil consumption per 1000 kilometers. Looking through reviews, you can often read about unreliable timing drive and clutch, as well as the short service life of the turbine.
Review
Appearance
Audi A6 C5 looks respectable and attractive. It is worth highlighting the correct and strict proportions of the body, its unobtrusive contours, a large radiator grille with an equally visible brand logo, a rectangular configuration of head optics and a stylish aerodynamic body kit.
The front bumper contains volumetric sections that effectively cool the engine compartment, also helping to reduce the aerodynamic coefficient.
Salon
The inside is quite spacious and cozy. High-quality finishing materials are combined with competent assembly, and the calm color scheme hardly contrasts with the consistent architecture of the front panel.
The center console is arranged compactly and at the same time, thoughtfully. Despite the fact that the control keys for the media system and the climate control unit are located close to each other, it is not difficult to understand their purpose due to the large size and font.
The same can be said about the instrument panel - the large digitization and font of the on-board computer do not force you to take your attention from the road to read the readings.
The front seats are comfortable for long journeys thanks to optimal rigidity and a well-thought-out profile, but the side support bolsters are widely spaced and almost not pronounced.
As for the rear sofa, it can not only please passengers with space, but also with functionality - there is a small organizer in the center armrest that allows you to put small things there.
The trunk of the sedan is simply huge by the standards of its segment - 551 liters of usable volume. The luggage compartment of the station wagon is more modest - 455 liters, but it can be increased to 1590 liters if the rear backrests of the sofa are folded down.
Ride quality
Technical characteristics of Audi A6 C5:
- 1.8 liter turbocharged engine. Power is 150 horsepower. It is this power plant that is in high demand among consumers.
- Five-speed automatic transmission.
- Front-wheel drive.
The engine has a pronounced turbo lag up to 2000 thousand revolutions and refuses to accelerate clearly from a standstill. However, at medium speeds a noticeable pick-up appears, and the car is transformed - the gas pedal becomes sensitive to pressure, and acceleration becomes more pleasant due to a flat torque plateau (3000-5200 rpm). The automatic transmission algorithm is clear and logical, but the gears change too smoothly.
The chassis is tuned for comfort. This manifests itself in a highly smooth ride on small and medium-sized bumps. The suspension is very energy-intensive, and as a result, durable.
However, comfort did not negatively affect handling - the steering is quite informative and allows you to feel the position of the wheels when turning the steering wheel, while roll in corners is moderate. But the desire to drive in turns is quickly discouraged by strong understeer, which manifests itself in the form of a sharp drift at the limit of the car’s capabilities.
Photos of Audi A6 (C5):
Audi's mid-size cars have always been a sight to behold - just remember the beautiful aerodynamic “torpedo” Audi 100/200 in the 44/C3 body and the last “hundred”, which later became the first Audi A6 in the C4/4A body. These cars, despite their age, are still very often found in the Russian outback, and in large cities there are also many of their fans. But the hero of today's story is their successor, the Audi A6 in the C5 body, which was released in 1997 and was produced until 2005.
Like many cars of the late 90s, it fully experienced the “delights” of the transition to new technologies in engine construction, but to this day remains one of the most successful cars on the secondary market in its class. In addition, traditionally for the brand, the number of engine and transmission options is off the scale, and the Audi Allroad model began to be produced precisely on the basis of the A6 in this body and to this day is considered by many to be the only real allroad among all subsequent ones.
Of course, the car has ceased to be as “unkillable” as its ancestors, and there are many reasons for this. Here are increased requirements for the level of equipment, quantity and quality of electronics, and new series of engines, and sometimes not the most successful, complex and expensive multi-link suspensions (but giving a large car really good handling), but in combination with air suspension making maintenance extremely expensive. But, I repeat, the car looks very, very good in its class. If, of course, you carefully approach the issue of choosing equipment and avoid frankly expensive and problematic ones, and there are plenty of them here.
Options
The choice of modifications is truly impressive. Sedan and station wagon body styles. All-wheel drive and front-wheel drive. Manual transmissions, five-speed automatic transmissions and CVT. And many configuration options, with options for every taste, from light velor with wooden inserts to gray leather with carbon fiber. Engines - from inline four to V8, from 110 hp to 340. In general, for every taste and for every dream.Technique
Despite the strong differences from previous models, the classic Audi layout with the engine in front of the front axle was still preserved, but to improve handling, they tried to make all the engines as compact as possible - there was no talk of long in-line five-cylinder engines, even in-line “fours” turned out to be a rarity. Basically, engines with a V6 layout were installed here; they were quite short, but ease of maintenance was sacrificed - often without completely disassembling the front part of the car, access to the lower components and assemblies of the engine is simply impossible; they are sandwiched between the body, subframe and the upper part of the engine. According to reviews from fans of the brand, this is not a very serious drawback. It only takes about 40 minutes to remove the bumper with headlights and the entire front panel and radiators... But for those who are accustomed to relatively easy-to-maintain Mercedes and BMWs or simply cheaper cars, this is scary. As a result, in the secondary market, cars with successful 1.8T engines are often more expensive than more powerful 2.4. The advantages of such a dense layout still included a large interior, inexpensive all-wheel drive and the ability to install very advanced automatic transmissions, in particular, Audi installed its first Multitronics CVT on the A6.
Due to the specific quality of workmanship, large Audis are often called “refrigerators”. No, it’s not cold inside, there are excellent climate control units, dual-zone, with automatic climate control and very decent power. It's just that the sound of a door closing is very reminiscent. And the quality of workmanship is like that of good household appliances: nothing sticks out, nothing creaks, but if you really try to reach everywhere with your hands, you will find inexpensive plastic painted “to look like metal” and hard surfaces. The feeling is a little “cool”, but the lack of quality can hardly be blamed. It's truly made to last, and the materials are chosen well. And the quality of the paint is also like that of a good refrigerator. This is one of the latest Audi models, painted really well and rust-free to the last. At the same time, the position of the body is strengthened by an abundance of plastic elements and aluminum screens. The design turned out to be surprisingly viable - the car looks great to this day, and a bit of old-fashionedness only suits it. With all this, the car is very spacious – this is due to the layout solutions and traditions of the brand. There is more space in the back than in competitors in the class, and in the front there is perhaps too much legroom.
Breakdowns and operational problems
Engines
Undoubtedly, the most successful engine for a car on the secondary market is the 1.8T in all its many variants, with factory indices AWT, APU, etc. Its non-turbocharged version may also appeal to those who are not used to rushing. This EA113 series motor has few weak points. The complexity of the twenty-valve cylinder head is compensated by good workmanship and a successful belt-chain drive of the camshaft (the camshafts are connected to each other by a chain, which is often forgotten, and the camshafts themselves are driven by a belt). The piston group has a good safety margin and is not prone to coking. There is a reserve for boosting, and there are a lot of spare parts for every taste. The main thing with this engine is not to forget to change the timing belt every 60 thousand kilometers, because it may not reach the required 90 kilometers. It is also important not to forget to check the condition of the chain and tensioner. When purchasing and during further operation, it is worth checking the turbine - here the KKK K03-005 or more powerful K03-029/073 are used, or even the K04-015/022/023 series on more powerful and tuned versions, for power up to 225 horsepower. On old EA113 engines, the main problems are control system failures, oil leaks, unsuccessful crankcase gas ventilation (CVV), rapid contamination of the throttle valve and “floating” speed. But the good availability of units and the low cost of repairs make the engine even scarce on this model. In any case, cars with it are often much more expensive than those with larger naturally aspirated 2.4 and 2.8 engines, because the dynamics are the same, but they are much cheaper to maintain. A specific “sore” on the A6 with this engine is the cooling system - failure of the viscous coupling leads to rapid overheating, and the pump often fails. However, these problems are also present on V6 engines. There are several of them: naturally aspirated 2.4, 2.8 and turbocharged 2.7 are similar in design and noticeably different from the three-liter engine, about which a little later. Structurally, the 2.4-2.8 engines are close to the EA113 series engines, the same five valves per cylinder and the camshafts are driven by a belt and chain. The main problems are also similar - some overcomplication, oil leaks, low timing belt life.
However, problems that are not acute on the 1.8 inline four become critical on the V6, which fits tightly into the engine compartment. Particularly troublesome can be caused by unnoticed oil leaks from under the cylinder head covers, leading to fires in the engine compartment. The 2.7 turbocharged engine has slightly different problems - its crankcase ventilation is designed with a reserve, but the turbines are hidden at the very bottom of the engine (there are two of them, one on each side), and the chances that the oil supply pipes will become coked or the intake seal will be compromised are great. Unfortunately, you can only check the snails by disassembling half of the car. But the dynamics are excellent. By the way, pouring 92 gasoline is strongly not recommended; the “92” that is indicated on the cap of American cars is actually closer to our 98 than even to 95. And if they tell you “it runs fine on 92,” then consider that The piston is worn out one and a half times more than on an engine that ran on at least 95 gasoline. But the 3.0 V6 with 218 hp. - a completely different, newer motor of the BBJ series, it was also installed on the next A6 and there it earned the status of “the most reliable”. True, on this one it looks no better than the older V6s, except that it actually has more traction. As for the rest, spare parts are more expensive, there are expensive phase shifters, oil leaks are worse, access to components is hardly better. It is a little less noisy and more economical, this cannot be taken away from it, but you should not consider it an alternative to at least the 1.8T. Here is the V8 engine of the ASG/AQJ/ANK series with 300/340 hp. for A6/S6 – it’s really quite reliable, as far as possible for a passenger V8 on a sports version of the model. The timing belt also has a belt and chain at the same time. Specific problems include the same leaks, and much more oil leaks. Also, overheating and failure of the engine compartment wiring harness are typical only for V8 and turbocharged 2.7.
I already talked about the two-liter FSI engine in the review, but it is rare here and does not deserve a separate story. Mechanically, it is close to the 1.8 engine, but direct injection turned out to be its weak point. Diesel eight-valve 1.9 engines are particularly reliable, but rather weak. The motors have already been mentioned, so I won’t go deeper. But the 2.5 turbodiesel is famous for problems with compression, a not very successful timing mechanism with quickly worn out camshafts (the problem was fixed in 2003), and also a weak injection pump. As a result, it starts poorly when cold, and the chances of the timing belt breaking with the most disastrous results are greater than on any other engine of this model. Savings on fuel most often do not cover the increased costs of repairs, so, despite the good traction, we do not recommend taking a 2.5-liter diesel engine.
Transmissions
Manual gearboxes, drives and cardan shafts are a bastion of reliability and stability; you can’t count on quick failure. Dual-mass flywheels will “please you” with a high price, but in general, cars with manual transmissions only require periodic checking of the CV joint boots and the intermediate support of the driveshaft. But with automatic transmission the situation is a little more complicated. Initially, cars with 1.8-2.8 engines were equipped with the ZF 5HP19FLA gearbox, also known as 01V in the VW designation, which was very reliable; since 1998, its reinforced version 5HP24A(01L) was also installed. These automatic transmissions are five-speed, already familiar from other cars. causes no less early problems with oil contamination and valve body, but with timely maintenance it is very reliable. The main thing is to replace the gas turbine engine after a mileage of 200 thousand kilometers, and then the box can last up to three hundred thousand by the time the oil pump cover is replaced. And, as usual, regular overheating of the engine and gearbox sharply reduces the service life, so “racer” cars should be avoided.
Since 2000, cars with engines 1.8, 2.0, 2.4, 2.8 and 3.0 began to be equipped with a new product -. At first, this transmission was presented as an ideal replacement for conventional automatic transmissions, with an extended dynamic range, simple and resourceful. In practice, at first it “pleased” with many failures and glitches and a small circuit resource. In addition, it turned out that the possibility of towing the car was not provided - the chain would lift up the drive cones. Over time, most of the problems were solved, and cars of later releases with all the recall companies passed are even very reliable. Except for one detail - the chain life has remained about 80-100 thousand kilometers, sharp accelerations greatly reduce it, and towing causes damage to the cones and a strong howl of the box. And the cost of repairs decreases little. Despite the simplicity of the design, an average repair on it includes replacing the chain and cones - at a cost of one hundred thousand rubles. And only with very careful operation and a timely replacement of the belt, the box will cover its 250-300 thousand kilometers without serious intervention, without annoying failures and glitches. By the way, the car is very pleasant to drive with it. What to choose - a regular automatic transmission or a CVT - greatly depends on the driving style and quality of service, but in general, a classic automatic transmission is considered more reliable and easier to operate. Fortunately, there is a choice, the variator was installed only on cars for the European market; in the USA and other regional markets, cars until 2004 came with conventional automatic transmissions.
Chassis
Car suspensions are traditionally a weak point. Aluminum, and with a front multi-link, they remain expensive and quite fragile. Even when compared with the already reviewed BMW E39. It’s even worse if it’s pneumatic, repairing pneumatic cylinders and replacing them with non-original ones were mastered relatively recently, and before that, a car with “pneumatic” became illiquid after five or six years of operation. The decline in the cost of cars made suspension repairs irrational, so many cars eventually acquired conventional spring struts. So don't be alarmed by the usual "spring" allroads, this is a fairly common conversion. As for the levers, if in the rear suspension the risk zone is mainly the lower lever, for which there are only non-original silent blocks and the lower external silent block of the hub, then in the front suspension all four wishbones are consumables, and very expensive ones. The cost of spare parts alone for replacement exceeds twenty thousand rubles per side, if you take the original, or five thousand, if you limit yourself to replacing silent blocks and non-original spare parts. Against this background, it is somehow useless to find fault with quickly failing stabilizer struts and weak hubs.
Electrics and interior
Interior equipment contributes to the sharp increase in cost of ownership - along with suspension and engines. All the wealth of electronics worked great while the car was new. But after 15 years there are already too many problems. It is very unpleasant when the displays of the climate control system and dashboard fail, but this problem is familiar to the owners of many foreign cars - it is treated by replacing the cables or simply looking for more “living” units. The bad thing is that complex wiring and many electronic units sometimes cannot agree among themselves on much more pressing issues, so the electric seat drive and its heating can suddenly turn from friends into enemies, especially if the heating is turned on in the hot summer, and the electric drives push the seat towards the steering wheel or from it so that it is impossible to drive the car... A broken door switch can cause the doors to lock, leaving the driver outside.1 / 6
