The model of which is still pleased with its diversity, power and reliability, today is quite in demand in the secondary market. After all, a fully galvanized body is quite durable, as are power units. The Audi A6 in the C5 body was produced from 1997 to 2004, both in the sedan and station wagon body. Of course there was also an off-road version of the Audi A6 allroad quattro.

A large set of gasoline and diesel engines of various sizes and capacities allows even today in the secondary market to choose a used A6 for every taste. In addition to front-wheel drive, there are versions with quattro all-wheel drive. 5 and 6-speed mechanical units acted as gearboxes. In addition to the 4-band automatic, stepless variator, the latest 5-speed Tiptronic automatic transmission appeared on this model.

What engines are Audi a6 c5 today can be found on our roads? The question is quite interesting, because some options were offered for a European buyer, and others for an American one. But in our secondary market you can find almost any engine options. Which Audi a6 engines exist are given in the form of a list below.

• 4-cylinder 1.8 turbo with 150 or 180 hp (210 Nm)
• 4-cylinder 2.0 with 130 hp (195 Nm)
• V6 2.4 with 165 hp (170 hp) (230 Nm)
• V6 2.7 biturbo with 230 hp (US 254 hp) (310 Nm)
• V6 2.7 biturbo with 250 hp (350 Nm)
• V6 2.8 with 193 hp (US 201 hp) (280 Nm)
• V6 3.0 with 220 hp (300 Nm)
• V8 4.2 with 300 hp (400 Nm)
• 4-cylinder 1.9 TDI with 110 or 130 hp (285 Nm)
• V6 2.5 TDI with 150, 155, 163 or 180 hp (370 Nm)

I would like to tell you a little more about Audi a6 c5 engine 2.4 The 2.4-liter atmospheric gasoline engine produces 165 horsepower with a torque of 230 Nm. It is a 6-cylinder V-engine with a cast iron cylinder block and two aluminum cylinder heads. A feature of the Audi a6 c5 engine 2.4 can be considered the presence of 5 valves per cylinder. That is, there are 30 valves per 6 cylinders. A photo of this technological miracle is attached.

The timing of this motor also has an interesting design. The 2.4 liter Audi a6 c5 engine has 4 camshafts, two for each cylinder head. Between themselves, the camshafts are connected by a small chain with a tensioner, as in the photo below.

But only one end of the camshaft sticks out of the two cylinder heads. That's it for them and put on the pulley for the timing belt. The two timing pulleys rotate synchronously with the crankshaft pulley by means of rollers. The timing diagram of this motor is in the image below.

It is worth noting that the more powerful and voluminous 2.8 liter V6 Audi a6 c5 has exactly the same design. The difference is only in the size of the cylinders. Some handy car owners buy a 2.8 liter Audi block with a native connecting rod and piston group at the next disassembly and rearrange the cylinder heads and everything attached from a 2.4 liter engine. At the exit, after such an upgrade, a more powerful car appears.

Another popular engine audi a6 c5 2.5 tdi which I would like to discuss in more detail. Due to the different turbine performance, the power of the 6-cylinder V-shaped turbodiesel varies from 150 to 180 hp. With a high mileage, the engine begins to rather immodestly devour your money. Firstly, the poor design of the camshafts (of which there are 4) leads to their rapid wear, which can immediately knock down any budget. Seasoned Audi enthusiasts are looking for a new type of cylinder head released after 2002, there is a different, more advanced design of camshafts with reduced friction, which increases their service life and reduces overall engine noise.

The second trouble with the 2.5 TDI diesel is variable geometry turbines, which are also expensive and often break down. Another disease is a failing electronic injection pump unit. Constantly “snotty” pallets for this motor are also a problem that arises from the crankcase ventilation filter and old-style gaskets. The filter becomes clogged and excessive pressure of crankcase gases is created, leading to the extrusion of oil from the pans. On later versions of the Audi a6 c5 2.5 tdi, this is not the case.

If you are faced with a choice - petrol or diesel used Audi A6. It must be understood that the gasoline version is more voracious, but it will require less money for repairs and maintenance than a diesel engine that is economical in fuel consumption. It is worth noting that many audi a6 c6 engines the third generation migrated from the C5 body, after a slight upgrade.

The family of business class cars Audi A6, produced by a well-known German manufacturer since 1994, has a rich and glorious history. Thanks to several generations and timely restyling, the developers managed to significantly improve the model.

Its modern reading is characterized by an impressive exterior design, effective anti-corrosion protection of the body, a spacious and ergonomically organized interior, high-tech solutions in the field of dynamics and safety. The history of the Audi A6 is the embodiment of the traditions and experience of the legendary brand.

Audi A6 (C7) FaceliftCurrent

from 2014 to N.V.

The world debut of the Audi A6, which took place in 2011 in Detroit, was officially announced by the company back in 2010. If you compare the exterior of the fourth-generation novelty with other new models, you can find a lot in common in their design. The car is made in the body of the C7 and has similar features not only with the flagship A8 sedan, but also with the recently presented A7 Sportback.

Audi A6 (C7) Out of production

from 2010 to 2014

Audi A6 (C7) - The fourth generation of the Audi A6 (internal designation Typ 4G). It was launched in early 2011 in the European and other markets. The car is in many ways similar in appearance to the A8 (D4), only some elements of its exterior details have changed.

Audi A6 C6 Facelift Not produced

from 2008 to 2011

The model was restyled in 2009. At the same time, the design of the bumper group, body sidewalls, mirrors, lighting elements, and a radiator grill were changed. Thanks to the modernization of power units, including the introduction of the Common Rail system, fuel savings (15%) were achieved and emissions of waste products were reduced. In 2011, the Audi A6 C6 cars gave way to the fourth generation of this model - the Audi A6 C7 vehicles.

Audi A6 C6 Out of production

from 2004 to 2008

In the second half of 2004, representatives of the third generation of the model were introduced to the market - Audi A6 C6 vehicles. These cars had bodywork in the form of a 4-door sedan and a 5-door station wagon. In 2005, the line was supplemented by a sports coupe. Thanks to a well-thought-out design solution for the exterior and excellent dynamic characteristics, representatives of the third generation quickly gained popularity in the market.

Audi A6 C5 Facelift Not produced

Years of production from 2001-2004

The first restyling of C5 vehicles was carried out in 1999. It provided for strengthening the body structure, changing the shape of the head optics and mirrors, and providing a more ergonomic dashboard. In 2001, the company carried out a second restyling, which ensured the modernization of lighting elements, direction indicators, and trim parts.

Audi A6 C5 Out of production

Years of production c 1997-2004

The debut of the second generation Audi A6 took place in 1997. The Audi A6 C5 platform was used as its basis. This generation had two body options: the Avant station wagon and the sedan. Both versions showed a very low drag coefficient of 0.28. Full galvanizing of the body, an extended set of safety elements, an extensive range of engines brought this model to a completely new competitive level: in 2000-2001 it entered the top ten best cars in the world.

Audi 100 C4/4ANout of production

years of production c 1991 - 1997

In 1991, a significantly revised version of the C4 was introduced. Among its key changes, the introduction of power units with a capacity of 2.8 liters and 2.6 liters should be highlighted. In 1995, the number "100" was excluded from the model name, and it was called the Audi A6 C4. Cars in the design of the Audi 100 model were produced until 1997, then they were completely superseded by the design solutions of the Audi A6.

Audi 100 and 200 C3Not produced

years of production c 1982 - 1991

In 1982, as part of the Frankfurt Motor Show, the C3 model was presented to the automotive community, the body of which had an extremely low aerodynamic coefficient Cx = 0.30 for that time. This decision, in the end, provided significant fuel savings. Another innovation was the use of flush windows (recessed windows), which also had an impact on the aerodynamic drag parameters. In 1990, this model received an innovative direct injection diesel powertrain. With a performance of 120 hp. this engine showed reduced fuel consumption.

Since 1984, the model has been equipped with a Quattro all-wheel drive system. In September 1985, the first modifications of the C3 appeared with a fully galvanized body. In the late 1980s, the Audi V8 version was introduced to the market. The basis for it was the modification of the Audi 200 Quattro (with an automatic 4-band gearbox, rear and center differential Torsen).

Audi 100 and 200 C2Not produced

years of production c 1977 - 1983

The release of the C2 model was launched in 1976. It is characterized by the presence of an increased wheelbase, more refined than the C1 model, interior design and a 5-cylinder engine. As part of this generation, a wagon version of the Avant was released in 1977. During the restyling of 1980, the exterior of the car was updated (the shape of the rear lights was changed), the capacity of the luggage compartment was increased to 470 liters, the interior was improved, 4-cylinder engines of various sizes and performances were introduced into the engine range. In 1981, the line was supplemented by the CS version, which has a front spoiler and alloy wheels.

Audi 100 and 200 C1Not produced

years of production c 1968 - 1976

The production of the Audi 100 C1 sedan, which the company launched on November 1, 1968, became the basis of the modern success of the model. The Audi 200 variant was the same modification of the Audi 100, but in a more expensive version (it had an improved finish and richer basic equipment).
Since 1970, C1 cars have also been produced in the coupe body. This version has been the largest vehicle of the automotive company Audi since its inception. In 1973, the car was restyled: the radiator grille became more compact, steel springs appeared instead of the rear torsion bar, and the shape of the rear optics changed. As a result, the car began to look more relevant and stylish. This model was equipped with a 4-cylinder power unit, working in conjunction with rear-wheel drive and a manual transmission.

Audi A6 C5, the model of the second generation of the "six" on the new platform, appeared in the spring of 1997. The car was produced in the body of Avant station wagon and four-door sedan. Subsequently, on the basis of the C5 platform, the Audi A6 Allroad was developed.

High competitiveness of the machine

The new style of the Audi A6 C5 has become a "signature" for the entire range of "Audi". The body of the 4B does not seem outdated, and today its design is still attractive. The Audi A6 C5 competes successfully in the market with models such as the Mercedes-Benz E-Class and BMW 5-Series. The level of car sales is consistently high. In 2001, the Audi A6 C5 was named one of the top 10 "Car of the Year" by Car & Driver magazine.

Body

The body of the machine is a steel supporting structure, fully galvanized, which allows the manufacturer to guarantee the absence of corrosion for 10 years. The hood of the car is made of high-quality aluminum alloy, and for all modifications of "Audi" without exception, regardless of the size of the engine compartment.

Power point

Audi A6 C5 engines are widely available in both petrol and diesel ranges. The line includes four-cylinder engines, in-line, with a volume of 1.8 and 2.0 cc, V-shaped eight-cylinder, 4.2 cc, V-shaped six-cylinder, with a volume of 2.4 and 2.7. These engines operate in "biturbo" mode. All gasoline engines are equipped with electronic injection and ignition of the Motronic system. The most popular is the Audi A6 C5 2 5 TDI engine, which is available in four power ratings: 150, 155, 163 and 190 hp.

Transmission

Second-generation Audi A6 cars are equipped with sequential shift gearboxes. For the first time, a five-band Tiptronic gearbox was used. Optionally available key switch speeds in the manual version. Since 1999, front-wheel drive modifications have been equipped with a CVT transmission operating in DPR mode - dynamic software regulation. From mechanical gearboxes, 5 or 6-speed were used.

For the Audi A6 C5 model, automatic transmission is the norm; automatic transmissions are installed on most mass-produced cars. In small batches, specimens with mechanical gearboxes roll off the assembly line.

Drive scheme

The Audi C5 was produced in a Quattro all-wheel drive version, with a Torsen center differential, with a uniform distribution of torque, 50 to 50 percent, between the front and rear axles. At the moment of slipping, the ratio of loads changed, depending on the situation. Torsen is quite reliable and stable, while many similar electronic-based devices often fail and do not block the center differential in time.

However, for the Torsen system, the presence of wheels of different diameters on a car is unacceptable. The machine works according to its parameters, and any design changes that it "can't understand" lead to a breakdown of the differential.

Chassis

The second-generation Audi car, created on the C5 platform, differs from its predecessors, the Audi A4 and Audi A8, in more advanced front suspension arms made of composite aluminum alloy, which are much lighter than forged or stamped steel.

The gas-filled shock absorber struts are also modernized and reinforced with coil springs. The anti-roll bar is not directly connected to the link block, but interacts with it through an intermediate connecting rod.

The rear suspension is semi-independent, multi-link, also with a stabilizer bar, but directly connected to the pendulum levers. The smooth running of the machine is provided by coil springs with hydraulic shock absorbers.

Individual Audi A6 C5 cars were experimentally equipped with pneumatic suspension, with automatic ride height adjustment, similar to the Audi A6 Allroad quattro.

Steering

The rotary mechanism of a rack-and-pinion car, with programmatic amplification of the action, depending on the speed of the car. At high speeds, the steering mechanism becomes stiffer, as it were, "dumb" so that the driver better feels the effort required to maneuver or turn.

The steering column is adjustable for tilt and height and is safety. All changes in the position of the steering rack are carried out by an electric servo with memory for the last three positions. In addition, the steering column is electronically linked to several ignition key configurations. If one key is lost, the car owner can use a spare one without fear that the lost key can be used by intruders, since the automation rebuilds the ignition lock to a new key, and it destroys the previous settings.

Brake system

The force of hydraulic dual-circuit drives is distributed diagonally. The brake mechanisms of the Audi A6 C5 model consist of front ventilated discs and non-perforated rear ones. Calipers on all wheels of a dual design with automatic return of the pistons to their original position due to vacuum vacuum.

A pressure regulator in the brake system is installed on the rear axle beam, which cuts off part of the hydraulic action if the machine is not fully loaded. An empty trunk and the absence of passengers in the back seat become the reason for closing the valve. The rear brakes in this case begin to work with less intensity.

Audi A6 C5 specifications

The main parameters of the car are designed in accordance with the best world standards. The layout is front-wheel drive or all-wheel drive, front-engine.

Dimensional and weight data:

• vehicle length - 4795 mm;
• height - 1484 mm;
• width - 1983 mm;
• wheelbase - 2760 mm;
• curb weight - 1765 kg;

The characteristics of the machine are reflected in its positive aerodynamics and relatively low weight, which makes it possible to achieve a reduction in fuel consumption and a significant improvement in speed performance.

The car is also characterized by numerous options focused on the convenience of the driver and passengers. The cabin has a special information system that notifies the driver about the current fuel consumption, the number of kilometers that the car can travel on the remaining fuel. The computer display reflects the travel time, the temperature outside, a special weather option warns of an impending thunderstorm, heavy rain, and other manifestations of the elements.

Safety

The basic equipment of the car consists of a number of accessories and devices. Passive and active safety is provided by ten emergency airbags located around the entire perimeter of the cabin, an ASR traction control system that stabilizes movement at high speeds - ESP. The engine compartment is equipped with an anti-accident underframe, which prevents the engine from entering the passenger compartment at the time of a frontal collision.

Interior

The interior space of the car is equipped with the expectation of maximum comfort for both the driver and passengers. Air conditioning operating in Klimatronic mode, which allows air purification with simultaneous cooling, adjustable heating of all seats, electric heating of exterior rear-view mirrors and windshield washer jets.

The cabin is equipped with a two-channel audio system Symphony and Concert, with a cassette player and a DVD player. Eight quad speakers with a subwoofer provide the perfect sound. Disk feeding is automatic, by means of a changer. All vehicle configurations, including the basic standard, provide for the presence of a TV in the cabin.

The navigation system is constantly on in the car, its data is displayed on a large liquid crystal display installed in the upper part of the center console.

The car is equipped with an effective anti-theft alarm system with sensors placed throughout the cabin that monitor the movement of unfamiliar persons inside the car.

Customer opinion

The Audi A6 C5 model, reviews of which from the very beginning of serial production were only positive, is still in demand today. The opinion of buyers is unanimous - a high-class car, reliable and comfortable.

Mid-size cars from Audi have always turned out to be a feast for the eyes - just remember the excellent aerodynamic “torpedo” Audi 100/200 in the back of 44 / C3 and the last “weave”, which later became the first Audi A6 in the back of C4 / 4A. These cars, despite their age, are still very common 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 back of the C5, which was released in 1997 and was produced until 2005.

Like many cars of the late 90s, she fully felt the “charms” of the transition to new technologies in engine building, but to this day remains one of the most successful cars in the secondary market in her class. In addition, traditionally for the brand, the number of options for engines and transmissions goes off 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 all-road among all subsequent ones.

Of course, the car has ceased to be as “non-lethal” as its ancestors, and there are many reasons for this. Here are the increased requirements for the level of equipment, the quantity and quality of the 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 make the maintenance extremely expensive. But, again, in its class, the car looks very, very good. Unless, of course, you carefully approach the issue of choosing a complete set and avoid frankly expensive and problematic ones, but there are enough of them here.

Options

The choice of modifications is truly impressive. Body sedan and station wagon. The drive is full and front. Manual transmission, five-speed automatic transmission and CVT. And a lot of trim options, with options for every taste, from light velor with wooden inserts to gray leather with carbon. Motors - from in-line "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 an engine in front of the front axle was still preserved, but to improve handling, they tried to make all engines as compact as possible - there was no talk of long inline five-cylinders, even inline fours turned out to be rare. Basically, motors with a V6 layout were put here, they were quite short, but they sacrificed ease of maintenance - often without complete disassembly of the front of the car, access to the lower components and assemblies of the motor is simply impossible, they are sandwiched between the body, subframe and the upper part of the motor. According to fans of the brand, this is not a very serious drawback. It takes only 40 minutes to remove the bumper with headlights and the entire front panel and radiators ... But for those who are used to relatively easy-to-maintain Mercedes and BMWs or just cheaper cars, this is scary. As a result, in the "secondary" cars with successful 1.8T engines are often more expensive than more powerful 2.4. The advantages of such a dense layout were still a large interior, inexpensive all-wheel drive and the ability to install very advanced automatic transmissions, in particular, Audi put their first Multitronics variator on the A6.

For the specific quality of workmanship, large Audis are often called "refrigerators". No, it’s not cold inside, there are excellent air conditioning units, two-zone, with automatic climate control and very decent power. It's just that the sound of the door closing is very reminiscent. And the quality of workmanship is like that of good household appliances: nothing sticks out, does not creak, but if you really climb everywhere with your hands, then there will be inexpensive plastic painted “under the metal” and hard surfaces. Feels a little "cool", but the lack of quality can hardly be blamed. It is really made to last, and the materials are well chosen. And the quality of the coloring is also like that of a good refrigerator. This is one of the latest Audi models, painted really well and doesn't rust to the last. At the same time, the positions of the body are 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 drop of old-fashionedness only suits it. With all this, the car is very spacious - layout solutions and brand traditions affect. There are more rear seats than competitors in the class, and there is perhaps too much legroom in front.

Breakdowns and problems in operation

Engines

Undoubtedly, the most successful engine for a car in the secondary market is 1.8T in all its many options, with factory indices AWT, APU, etc. Its non-turbo version may also appeal to those who are not used to rushing. There are few weak points in this EA113 series motor. The complexity of the twenty-valve cylinder head is offset by good workmanship, a successful camshaft belt-chain drive (the camshafts are connected by a chain, which is often forgotten, and the camshafts themselves are driven by a belt). Piston group with a good margin of safety 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 motor is not to forget to change the timing belt every 60 thousand kilometers, because it may not come out of the scheduled 90. It is also important not to forget to check the condition of the chain and tensioner. When buying and during further operation, it is worth checking the turbine - it uses KKK K03-005 or more powerful K03-029/073, or even the K04-015/022/023 series on more powerful and tuned versions, for power up to 225 forces. On older EA113 engines, the main problems are control system failures, oil leaks, unsuccessful crankcase ventilation (VCG), rapid throttle fouling and “floating” speed. But the good availability of units and the low price of repairs make the motor even scarce on this model. In any case, often a car with it is much more expensive than with more voluminous atmospheric 2.4 and 2.8, because the dynamics are the same, and it is much cheaper in the service staff. A specific "sore" on the A6 with this engine is the cooling system - the failure of the viscous coupling entails rapid overheating, and the pump often fails. However, these problems are also present on V6 engines. There are several of them here: atmospheric 2.4, 2.8 and turbocharged 2.7 are similar in design and differ markedly from the three-liter engine, which will be discussed later. Structurally, 2.4-2.8 engines are close to the EA113 series engines, the same five valves per cylinder and camshaft drive with a belt and chain. The main problems are also similar - some overcomplication, oil leaks, low timing belt resource.

However, problems that are not acute on the in-line "four" 1.8, on the V6, tightly fitted into the engine compartment, become critical. Especially a lot of trouble can be caused by an imperceptible oil leak from under the cylinder head covers, leading to fires in the engine compartment. The 2.7 turbocharged engine has slightly different problems - it has crankcase ventilation with a margin, 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 coke or the intake tightness will be broken, are great. And to check the "snails", unfortunately, you can only dismantle half of the car. But the dynamics are great. By the way, it is strongly not recommended to pour 92 gasoline, the “92” that is indicated on the cover of American cars is actually closer to our 98 than even to 95. And if you are told “it normally drives 92”, then consider that the piston is worn out one and a half times more than on a motor that ran 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 “most reliable”. True, on this one it looks no better than the older V6s, except that it really has more traction. Otherwise, spare parts are more expensive, there are expensive phase shifters, oil leaks are stronger, access to nodes is hardly better. It is slightly less noisy and more economical, this cannot be taken away from it, but you should not consider it an alternative to at least 1.8T. Here is the ASG / AQJ / ANK series V8 engine with 300/340 hp. for the A6/S6, it's really quite reliable, as far as it is possible for a V8 passenger car on a sporty modification of the model. Timing also with a belt and chain at the same time. Of the specific problems - the same leaks, and the oil leaks are much larger. And 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, here it is rare 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 engines 1.9 are particularly reliable, but rather weak. Motors have already been mentioned, so I will not go into depth. 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 eliminated in 2003), and also a weak injection pump. As a result, it does not start well “cold”, and the chances of a timing belt break with the saddest results are greater than on any other motor of this model. Fuel savings most often do not cover the increased repair costs, so, despite good traction, we do not recommend taking a 2.5-liter diesel engine.

transmissions

Manual transmissions, drives and cardan shafts are a bastion of reliability and stability; you can not count on an early failure. Here, dual-mass flywheels will “please” with a high price, but in general, cars with mechanical boxes require only periodic checks of the anthers of the CV joints and the intermediate support of the driveshaft. But with the automatic transmission, the situation is a little more complicated. Initially, a ZF 5HP19FLA box was installed on cars with 1.8-2.8 engines, it is also 01V in the VW designation, very reliable, since 98 its reinforced version 5HP24A (01L) has also been 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 is very reliable. The main thing is to replace the gas turbine engine with a run of 200 thousand kilometers, and then the box can reach up to three hundred thousand, by the time the oil pump cover is replaced. And, as usual, regular overheating of the engine and gearbox drastically reduces the resource, so the cars of the "racers" should be avoided.

Since 2000, on cars with engines of 1.8, 2.0, 2.4, 2.8 and 3.0, they began to install a novelty -. At first, this transmission was presented as an ideal replacement for conventional automatics, with an extended dynamic range, simple and resourceful. In practice, she "pleased" at first with a lot of failures and glitches and a small chain resource. In addition, it turned out that the possibility of towing the car was not provided - at the same time, the chain lifted the driving cones. Over time, most of the problems were solved, and the cars of later releases with all the revocable companies passed are even very reliable. Except for one detail - the chain resource remained about 80-100 thousand kilometers, sharp acceleration greatly reduces it, and towing causes damage to the cones and a strong howl of the box. And the cost of repairs is reduced a little. Despite the simplicity of the design, the average repair on it includes the replacement of the chain and cones - at a cost of one hundred thousand rubles. And only with very careful operation and a timely replaced belt, the box will pass its 250-300 thousand kilometers without serious intervention, without annoying failures and glitches. By the way, on the go the car with her is very pleasant. What to prefer - a conventional automatic or a CVT - depends heavily on the style of movement and the 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 came with conventional automatic transmissions until 2004.

Chassis

Car suspensions are traditionally a weak point. Aluminum, besides with a front multi-link, they remain expensive and quite fragile. Even when compared with the already considered BMW in the back of the E39. Even worse, if there is pneumatics, repairing air springs and replacing them with non-original ones were mastered relatively recently, and before that a car on “pneuma” became illiquid after five to six years of operation. The decrease in the cost of a car made suspension repairs irrational, so many cars acquired conventional spring struts over time. So do not be afraid of the usual "spring" olroads, this is a fairly common alteration. 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 outer silent block of the hub, then in the front suspension all four transverse levers are consumables, and very expensive. The cost of replacement spare parts alone 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 the stabilizer struts and rather weak hubs that quickly fail.

Electrical and salon

Interior equipment contributes to the dramatic increase in cost of ownership - along with suspension and motors. All the wealth of electronic stuffing worked great while the car was new. But after 15 years, there are already a lot of problems. It is very unpleasant when the displays of the air conditioning system and the dashboard fail, but this problem is familiar to the owners of many foreign cars - it is treated by replacing the loops or simply by looking for more “live” blocks. The bad thing is that complex wiring and a lot of electronic components sometimes cannot agree among themselves on much more pressing issues, so that the power seat and its heating from friends can suddenly turn into enemies, especially if the heating is turned on in a hot summer, and the electric drives push the seat to the steering wheel or away from it so that driving is impossible... A broken door switch can cause the doors to lock, leaving the driver outside.

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Audi A6 (C5) 1997 - 2004 - a car in the best traditions of business class. Decent, solid, respectable. No excessive aggression, like the BMW 5-series, and no pomposity and snobbery Mercedes E-Klasse. Tons of merit. Few shortcomings. And still - most buyers will pass by and not turn around. And why? Expensive. Very expensive. And it's not even the cost of the car itself.

Brief introductory

The second generation Audi A6 was produced with two body types: sedan and station wagon (Avant). There are more offers for the sale of station wagons on the Belarusian market, but there are also a lot of sedans, so there are plenty to choose from.
You can also choose based on the level of equipment. As befits a car of this class, the list of even the basic equipment of the Audi A6 is impressive: four airbags, power steering, front power accessories (windows + mirrors), ABS, central locking, height and depth adjustable steering column, separate climate control. There are also instances in which there is an ASR traction control system, an ESP motion stabilization system, seat heating, an on-board computer and cruise control. The most equipped modifications can be recognized by xenon headlights, leather interior and wooden inserts on the doors and center console. In such a car, in addition to all of the above, there are such expensive options as a GPS navigation system with a TV tuner, electric seats with position memory, steering wheel heating and other “joys of life”.

Body and electrical equipment

The fully galvanized body is durable and does not corrode.
Of the "electrical" problems, the most common are problems with power windows (especially in the driver's door) and problems with door lock rods. They are typical for cars manufactured before 1999. Sometimes the airbag malfunction light comes on. Most often, the cause is an oxidized contact on the plug under the driver's seat. The same problems with contact oxidation are found in turn signals and windshield wipers.

Engines and transmissions

The Audi A6 (C5) was equipped with V6 and V8 petrol engines. There is no structural difference between them, the difference is only in the volume and number of cylinders.

The 1.8-liter engine (125 hp, installed on cars until 1999) has problems with starting in wet weather. The "disease" is treated by reprogramming the control unit. Turbocharged 1.8-liter unit with 150 or 180 hp. dangerous for a potential buyer with a failed turbine (its service life is about 150 thousand kilometers). In a two-liter engine (130 hp), the plastic elements of the crankcase ventilation system are often destroyed.

The most popular in our market are models aggregated with a 2.4-liter engine - and for good reason. They are the most reliable. The servicemen gave the title of "the most unsuccessful modification" to version 2.7 Bi-Turbo. Uneven engine operation, low resource, low maintainability are serious arguments against buying an Audi A6 with this engine.

We rarely come across cars with 4.2 liter engines, and their only and main drawback, in addition to fuel consumption, is the high cost of maintenance.

The entire range of diesel engines with a volume of 1.9 liters (110, 115, 130 hp), as well as a volume of 2.5 liters (150, 155, 163, 180 hp) is represented on the Belarusian used car market. It is worth remembering that Audi diesel modifications are very sensitive to the quality of fuel and oil. 2.5 TDI engines often leak shaft seals and gaskets, which indicates clogging of the crankcase ventilation system. It should also be remembered that unqualified maintenance of the fuel system can lead to failure of the injection pump pump, which cannot be repaired (and its cost is comparable to the price of a used car - from 2500 USD).

All A6 engines have an enviable oil appetite. This is typical of the engines of this model, and if the engine "drinks" up to half a liter of oil per 1000 km, and for the V8 and the entire liter, then it is not necessary to call for a service.

The key to long and reliable operation of Audi engines is timely maintenance. The oil and oil filter on gasoline versions are supposed to be changed every 15 thousand km, on diesel ones - every 10 thousand mileage. The air filter is changed every 40 thousand km. Candles in gasoline engines nurse 30 - 60 thousand km. In addition to the above operations, one must not forget about the replacement of antifreeze - every 60 thousand kilometers or every 3 years. In some car services, it is recommended that when replacing the timing belt (according to the instructions, this should be done every 90 thousand km), the water pump should also be changed. Such a measure is not mandatory and the replacement of the pump occurs solely at the request of the owner. After 100 thousand kilometers, the throttle valve comes out “from old age”. The block cannot be repaired, only replaced.

Both front-wheel drive and quattro all-wheel drive transmissions are quite reliable. There are no complaints about the operation of a 5- or 6-speed "mechanics", as well as a conventional 5-speed automatic transmission. But employees of a specialized service station recommend refusing to buy an adaptive Tiptronic and a Multitronic variator with the possibility of manual switching - Tiptronic has a clutch resource of about 160 - 180 thousand km, and Multitronic had ECU failures.

Suspension and braking system

Differences between A6 monoprivodnoy and A6 quattro - in the rear suspension. For front-wheel drive, there is a semi-independent beam at the rear, for all-wheel drive - an independent double-lever. Both versions are reliable, but expensive to maintain. Suffice it to say that the ball joints are changed only in assembly with levers (four levers per wheel), and they have to be changed, depending on the driving style, every 40-80 thousand km. The front shock absorbers "nourish" 80 - 100 thousand km, the rear - 110 - 120 thousand km.
The braking system of the Audi A6 is generally reliable. The only drawback is fluid leakage at the attachment points of the rear brake hoses to the calipers. Replacing the front pads is required on average every 30 - 40 thousand km, rear - after 50 - 70 thousand km. The front brake discs can withstand 60 - 80 thousand, the rear - 120 - 140 thousand kilometers.

Summing up

Audi A6 (C5) 1997 - 2004 the car is good but not cheap. Therefore, when buying, it is worth considering not only the price of the car itself, but also the cost of its maintenance and repair. It is also worth remembering that the A6 (however, like other cars of this brand) is demanding on the quality of fuel, oils and needs qualified service. However, in fairness, we note that this is inherent in all business class cars.

Advantages

Excellent resistance to corrosion
+ Rich equipment
+ Wide choice of engines
+ Many offers on the used car market
+ Four-wheel drive quattro (for some modifications)

Flaws

High cost of cars, maintenance and spare parts
- Demanding for timely and quality service
- Engines picky about the quality of oil and fuel
- Increased oil "appetite"

Model history

03.1997: The second generation Audi A6 (C5 platform) is presented at the Geneva Motor Show.
09.1997: A modification of the Audi A6 2.5 V6 TDI (150 hp) was launched into production.
12.1997: Start of production of the Audi A6 Avant station wagon.
01.1999: Emergence of new 2.7 Bi-Turbo (230 hp) and 4.2 quattro (300 hp) engines.
07.1999: The debut of the “charged” version of the Audi S6 with a 4.2 quattro engine (340 hp)
10.1999: The modification of the Audi A6 1.8T is aggregated by a variator with stepless gear shifting Multitronic.
12.1999: The new 2.5 V6 TDI engine develops 180 hp.
05.2001: Model restyling.
07.2002: Start of production of the "hot" version of the Audi RS 6 with a 4.2-liter engine with 450 hp.
04.2004: Sedan Audi A6 (C5) is out of production.
05.2005: The third generation of the Audi A6 Avant (C6) has been put into production.

Audi А6 (С5) engines 1997 - 2004*
Modification**	engine's type	Marking	Volume, cm.cu.	Power, hp	Acceleration 0-100 km/h, s*	Fuel consumption (city/highway), l/100 km*
		AEB, ANB, APU, ARK, AWL, AWT
		AGA, ALF, AML, APS, ARJ
		ACK, ALG, AMX, APR, AQD
		AKE, BAU, BDH, BND
*Manufacturer's data is given for the sedan version with manual transmission (with the exception of modification 4.2 - this version was aggregated with Tiptronic gearbox) ** The table does not include the characteristics of modifications S6 and RS6

Brief technical characteristics of the Audi A6 (C5) 1997 - 2004
body type		station wagon (Avant)
Dimensions, L/W/H, mm	4796x1810x1452	4796x1810x1479
Wheelbase / track front - rear / clearance, mm	2760/1540 - 1569/120	2760/1540 - 1569/120
Trunk volume, l
type of drive	front or full (quattro)
Brakes front/rear	disc ventilated/disc
Suspension front/rear	independent/semi-independent or independent/independent
	205/55R16, 215/55R16

The cost of the Audi A6 (C5) 1997 - 2004 in the Belarusian car market*
1997.in.	1998.in.	1999.in.	2000.in.	2001.in.	2002.in.	2003.in.	2004.in.
	many offers
	not many suggestions
	few offers
*The cost is given in USD. (minimum/maximum), as of May 21, 2010

Cost per hour* forAudi A6 Quattro 2.5 TDI(150 hp), sedan, 2001 onwards
the name of detail	Price, c.u.	the name of detail	Price, c.u.
Oil filter		Rear brake disc
Air filter		Front wheel bearing
Fuel filter		Front stabilizer bar
cabin filter		Lower front suspension arm
Water pump		Front shock absorber
Thermostat		Rear shock absorber
timing belt		Tie rod end
glow plug		Tie Rod
Clutch kit
Brake pads front		Front bumper
Brake pads rear		Front wing
Front brake disc		Front light
Rear brake disc		Anti-fog headlight
*The cost is given on average for the city of Minsk, as of May 21, 2010

Age, years
Average mileage, km
Unpretentious, %
Minor defects, %
Significant defects, %
Critical breakdowns, %

Assessment of the state of the Audi A6 (C5) 1997 - 2004 according toTÜV-2009
Age, years	Body, chassis, suspension			electrical equipment	Brake system		Ecology
	Corrosion	Suspension condition	Steering play	Lighting	Efficiency	State	Exhaust system
	Great
	Good
	satisfactorily
	poorly
	very bad

interesting

Despite its high reputation, the Audi A6 (C5) has been repeatedly subjected to recalls. For example, in February 2007, a mass service campaign was held in Europe that affected more than 870 thousand Volkswagen Passat, Audi A4, Audi A8, and Audi A6 cars 1997-1999. The reason for the recall was the rapid wear of the protective rubber casing of the front axle, which could lead to accelerated wear of some front suspension components and potential damage to the supporting structures.

And in the US, about 74 thousand Volkswagen Passat, Audi A4, and Audi A6 2003 were subject to recall. with V6 engines of 1.8, 2.8 and 3.0 liters. The detected problems were critical in nature, since they can cause a sudden shutdown of the engine due to a defect in the wiring of the fuel system.