🩈 Audi A6 C6 3.0 Tdi Check Engine

Intercooled Supercharger Premium Unleaded V-6. Displacement (liters/cubic inches) 3.0 L/183. Fuel System. Gasoline Direct Injection. Maximum Horsepower @ RPM. 333 @ 5500. Maximum Torque @ RPM. 325 Key specsAudi A6 Station wagon (estate), Crossover 2006, 2007, 2008What is the body type, Audi A6 Allroad quattro (4F,C6)?Station wagon (estate), Crossover, 5 Doors, 5 SeatsWhat is the fuel economy, Audi A6 Allroad quattro (4F,C6) TDI V6 (233 Hp) quattro? l/100 km 28 US mpg UK mpg km/lHow fast is the car, 2006 A6 Allroad quattro (4F,C6) TDI V6 (233 Hp) quattro?231 km/h | mph0-100 km/h: sec0-60 mph: secHow much power, Audi A6 Station wagon (estate), Crossover 2006 TDI V6 (233 Hp) quattro?233 Hp, 450 is the engine size, Audi A6 Station wagon (estate), Crossover 2006 TDI V6 (233 Hp) quattro? l2967 cm3 cu. many cylinders, 2006 Audi TDI V6 (233 Hp) quattro?6, V-engineWhat is the drivetrain, Audi A6 Allroad quattro (4F,C6) Station wagon (estate), Crossover 2006 TDI V6 (233 Hp) quattro?All wheel drive (4x4). Internal Combustion engine. How long is this vehicle, 2006 Audi A6 Station wagon (estate), Crossover?4934 wide is the vehicle, 2006 Audi A6 Station wagon (estate), Crossover?1862 is the curb weight, 2006 Audi A6 Allroad quattro (4F,C6) TDI V6 (233 Hp) quattro?1865 is the gross weight, 2006 Audi A6 Allroad quattro (4F,C6) TDI V6 (233 Hp) quattro?2495 much trunk (boot) space, 2006 Audi A6 Station wagon (estate), Crossover?565 - 1660 - cu. many gears, What type is the gearbox, 2006 Audi A6 Allroad quattro (4F,C6) TDI V6 (233 Hp) quattro?6, manual transmission AudiAudi A62007 A6 Allroad quattro (4F,C6) FSI V8 (350 Hp) quattro FSI V6 (256 Hp) quattro FSI V6 (256 Hp) TDI V6 (233 Hp) quattro TDI V6 (233 Hp) TDI V6 (180 Hp) quattro TiptronicAudi A6 Allroad quattro (4F,C6) TDI V6 (233 Hp) quattro 2006, 2007, 2008 SpecsGeneral information BrandAudi Model A6 Generation A6 Allroad quattro (4F,C6) Modification (Engine) TDI V6 (233 Hp) quattro Start of production June, 2006 year End of production October, 2008 year Powertrain Architecture Internal Combustion engine Body typeStation wagon (estate), Crossover Seats 5 Doors 5 Performance specs Fuel consumption (economy) - urban l/100 km US UK km/l Fuel consumption (economy) - extra urban l/100 km US UK km/l Fuel consumption (economy) - combined l/100 km 28 US UK km/l Fuel Type Diesel Acceleration 0 - 100 km/ sec Acceleration 0 - 62 sec Acceleration 0 - 60 mph (Calculated by sec Maximum speed 231 km/h mph Weight-to-power ratio 8 kg/Hp, Hp/tonne Weight-to-torque ratio kg/Nm, Nm/tonne Engine specsPower 233 Hp @ 4000 rpm. Power per litre Hp/l Torque 450 Nm @ 1400-3250 rpm. @ 1400-3250 rpm. Engine location Front, Longitudinal Engine Model/Code ASB Engine displacement 2967 cm3 cu. in. Number of cylinders 6 Position of cylinders V-engine Cylinder Bore 83 mm in. Piston Stroke mm in. Compression ratio 17 Number of valves per cylinder 4 Fuel System Diesel Commonrail Engine aspiration Turbocharger, Intercooler Valvetrain DOHC Engine oil capacity l US qt | UK qt Oil viscosity Log in to see. Engine oil specification Space, Volume and weights Kerb Weight 1865 kg lbs. Max. weight 2495 kg lbs. Max load 630 kg lbs. Trunk (boot) space - minimum 565 l cu. ft. Trunk (boot) space - maximum 1660 l cu. ft. Fuel tank capacity 80 l US gal | UK gal Dimensions Length 4934 mm in. Width 1862 mm in. Height 1519 mm in. Wheelbase 2833 mm in. Front track 1596 mm in. Rear (Back) track 1587 mm in. Drag coefficient (Cd) Minimum turning circle (turning diameter) m ft. Drivetrain, brakes and suspension specsDrive wheel All wheel drive (4x4) Number of Gears (manual transmission) 6 Front suspension Independent multi-link Rear suspension Semi-independent, coil spring Front brakesVentilated discs Rear brakesDisc Assisting systemsABS (Anti-lock braking system) Steering type Steering rack and pinion Power steering Hydraulic Steering Tires size 225/55 R17 Wheel rims x 17 Volkswagen Amarok 3.0 TDI engine. ASB - 232 hp (171 kW)/4,000 rpm; 369 lb ft (500Nm)/1,500 rpm or 332 lb ft (450Nm)/1,400 rpm. You can find this version under a hood of Audi A8(D3), A6 (C6), A4 (B7). This engine also was installed in the Audi Q7 (BUG engine). CAP, CCW, CDY, CASA, CARA - 239 hp (176 kW)/4,000 rpm; 369 lb ft (500Nm)/1,500 rpm Audi A6 TDI 240hp CHIP TUNING FILES Improve your car's performance, engine power, torque and reduce fuel consumption thanks to our chiptuning files for Audi A6 TDI 240hp. All ECU remap files available in TC Performance are custom made by experienced engineers, programmers and tuners. Every change in the Engine Control Unit was tested on dynamometer 4x4 to ensure the best performance within the safety margins. Audi A6 TDI 240hp chip tuning can be done in two ways - through the OBD2 diagnostic connector or through the engine control unit (ECU). Increasing the power of the vehicle is done by remapping car engine. There are no worries about compatibility or unstable engine operation. Only proven solutions from TC Performance Audi A6 TDI 240hp is a car susceptible to ECU tuning. Our experience and knowledge about modifications and the results of our work are confirmed by the diagrams obtained on a professional chassis dynamometer 4x4. Car testing results before and after increasing the power, show real benefits of chip tuning Audi A6 TDI 240hp. All around the World tuners, dealers, car workshops and enthusiasts of modifying their vehicles have trusted our Chip Tuning File Service. Join to them and buy our Files.

A6 (C7 Platform) Discussion - Timing chain replacement - 2014 Audi a6 3.0 TDI. When should the timing chain be replaced? What mileage?

In our first drive of the 2012 Audi A6, we did something a bit unusual. We said the A6 is “approaching perfection.” We don’t drop the P-bomb too often, because there is no such thing as the perfect car. A perfected car, on the other hand, is conceivable, and after driving the 2012 A6 again, this time in diesel-powered TDI form, we’re more convinced of Audi’s proximity to this goal. Even better, the company recently announced that the A6 TDI will come to the within the next 24 to 30 months. Redesigned Diesel Engine The A6 TDI’s turbo-diesel has been redesigned from the ground up. Weight drops by percent (55 pounds) compared with the engine it replaces . Some 13 pounds were trimmed from the crankcase alone, which now is made from a high-strength cast iron. Sundry rotating parts have been lightened as well. Other changes include a redesigned drive system for the camshafts and improvements to the common-rail injection system, intake and exhaust systems, turbocharger, and intercooler. There will be two versions of the 2967-cc TDI engine, with programming being the only difference. The conservative tune makes 204 hp and 295 lb-ft of torque, with the more-powerful engine churning out 245 horses, its 369 lb-ft peaking at 1400 rpm. (The outgoing as installed in our long-term Q7 TDI makes 225 hp and 406 lb-ft.) Although both will be available in the A6, we sampled only the more powerful one, which is the one more likely to show up in the In Germany, this version of the engine will come standard with Quattro all-wheel drive and Audi’s new eight-speed automatic transmission, but the exact equipment plan for the has not been finalized. Thus equipped, the A6 proved plenty quick as we charged up and down the narrow, hilly roads on Sicily. Regardless of grade or elevation, the car gains speed forcefully, making almost no sound unless you absolutely hammer it. The turbo rush seems omnipresent, with virtually no lag. Regardless of tune, the A6 TDI will not be slow. The more potent variant should hit 60 mph in seconds, with the less-powerful version taking a still reasonable seconds to achieve the same velocity. Top speeds are claimed to be 155 mph for the hi-po version, 149 for the lesser. The supercharged, gas-powered A6 TFSI remains the more scintillating driver’s car, from a character standpoint and by the numbers (we predict a 0-to-60-mph time of seconds). A different set of numbers, though, slightly enhances the diesel’s attractiveness: its fuel-economy advantage. Although he EPA has yet to rate the 2012 A6 with any powertrain, the diesel six should better its gas counterpart by a few mpg in all conditions. We expect highway fuel economy to reach as high as 30 mpg, with the city figure coming in around 21. Other A6 Attributes Just as Strong Going diesel does not mean living with less. The car we drove had Audi’s “drive select” chassis-control system, which offers dynamic, auto, comfort, and driver-customizable Individual modes. It will be standard on all gas-powered A6s in the but its inclusion on diesel cars here is TBD. Regardless of mode, drive select makes the A6 nearly impossible to upset. We do wish for more natural steering, but that is hardly a new complaint when it comes to Audis with this system. Everything else that had us fawning over the A6 the first time we drove it remains, from its nifty optional LED headlights and gorgeous 20-inch wheels to its incredibly well-designed interior. Even the unusual pinstripe-look layered-oak trim is growing on us. We won’t know how Audi will configure our A6 TDIs until closer to the car’s launch, but in Europe, the TDIs’ options list is as long as that of the gas-powered cars. We can’t imagine Audi would hold anything back here. Audi is mum on pricing for 2012 A6 models, but company representatives tell us the base four-cylinder turbocharged A6 TFSI will come in “well below” our $52,000 estimate for the gasoline V-6–powered car. Both gas models will be introduced to the market later this year. When the oil-burning A6 finally arrives in 2012 or 2013, it should carry a premium of about $3000 over the gas-fired V-6 model, leaving spendier buyers with a daunting decision: the quiet, instant-on performance of the supercharged gas V-6 or the smooth, rushing torque and fuel efficiency of the diesel. A difficult choice like that is a good problem to have. Specifications VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan ESTIMATED BASE PRICE: $55,000 ENGINE TYPE: turbocharged and intercooled DOHC 24-valve diesel V-6, iron block and aluminum heads, direct fuel injection Displacement: 181 cu in 2967cc Power: 245 hp Torque: 369 lb-ft @ 1400 rpmTRANSMISSION: 8-speed automatic with manumatic shifting DIMENSIONS:Wheelbase: in Length: in Width: in Height: in Curb weight (C/D est): 4000 lb PERFORMANCE (C/D EST): Zero to 60 mph: sec Standing ÂŒ-mile: sec Top speed: 155 mph FUEL ECONOMY (C/D EST):EPA city/highway driving: 21/30 mpg This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at
76 Post (s) Re: 3.0tdi no power to injectors, no fault code then injector disconnected A6/C6 3.0TDI – 21-08-2018, 11:34 AM. There was a post on here recently that had a similar issue which was the crankshaft sensor not seeing a signal due to a damaged flywheel. Dan.
ï»żDisclosure: This post may contain affiliate links, meaning when you click the links and make a purchase, we receive a commission. The Volkswagen/Audi TDI is an engine that was introduced in 2004 and used up until 2013 in Volkswagen, Audi, and Porsche vehicles. The engine features a V6 engine with a BorgWarner turbo and put out anywhere from 204-254 bhp & 332-406 lb-ft of torque depending on the version. We would like to say the is a reliable engine, but many drivers have found these engines difficult to make it past 100,000 miles without any issues. Just like any other engine, it does have a laundry list of issues. An interesting fact about the is that Audi built it from scratch and it has no relation to the V6 that was developed years prior by Volkswagen. Since this engine is in different applications and OEMs, PLEASE make sure the replacement parts we list below fit your vehicle before purchasing. VW Audi V6 TDI Common Problems are Applicable for: VW: Volkswagen Phaeton Volkswagen Touareg Audi/Porsche: (B7) A4 (B8) A4 Q7 (C6) A6 (D3) A8 Porsche Cayenne Timing Chain Tensioner (Pre 2007) Injector failure Glow Plugs Diesel Particulate Filter (DPF) and Sensors Clogged or Leaking Heater Core High-Pressure Fuel Pump Failure 1. Timing Chain Tensioner Failure – TDI A very common problem in early versions of the VW/Audi is failing timing chain tensioners. As the name states, the timing chain tensioner’s job is to maintain the proper tension of the timing belt so the belt can properly control the timing of the engine and drive the camshafts, oil pump, and balance shaft. Something interesting is that the earlier have 4 timing chains and two tensioners., whereas the older versions only have two. When either of the two tensioners fails, it could cause the timing of your engine to be off which could lead to pistons colliding with the valves. The timing chains themselves should never fail, but what ends up happening is a faulty tensioner that ruins the timing chain which in turn causes engine damage. If you have an earlier we would advise changing the whole set, chains, and tensioners, to ensure less probability of engine damage. Symptoms of Tensioner Failure: Engine stall or hesitate Engine won’t start Rough idle Rattling timing chain at 1500rpm Rattling timing chain at start TDI Timing Chain Tensioner Replacement Options: When it comes to replacing the timing chain or the tensioners, this is not an easy or cheap job. If you are looking to replace the right-side tensioner, you can do this without removing the engine itself. For the left side, you technically can do it without removing the engine, but you will have to remove the turbo. Unless you know your way around your engine, we would highly recommend taking it to a shop to put in a new kit. You will be looking at $2,000 – $3,000 depending on if engine damage has occurred. DIY Difficulty: Difficult 2. Faulty Fuel Injectors The VW/Audi engine uses common rail direct injection, which means fuel is sprayed into the cylinders, instead of the intake ports. With direct injection vehicles, like most of VWs and Audis, the fuel injectors can be problematic due to the engine’s conditions over time. The fuel injector’s responsibility is to pump diesel fuel into one of the 6 cylinders that the has. Diesel engines need fuel to pump at extreme pressures, which is why they need High-Pressure Fuel Pumps (we’ll discuss this a little later down the post). Injectors typically fail over time due to high heat and high-pressure levels constantly going through them. What will end up happening is one of two things: injectors will get clogged and eventually lead to failure or they will leak which will cause the cylinders to get less fuel than they need to. If the vehicle is maintained properly, you should only have to go through one or maybe two sets of injectors depending on how long the engine lasts. Symptoms of Fuel Injector Failure: Loss of power Engine misfires Rough idle Gas dripping from the engine Poor overall engine performance VW/Audi Fuel Injector Replacement Options: Replacing your fuel injectors is not the hardest DIY, but could be found difficult if you don’t know your way around the engine. Given the price of each injector, you can guess that it is going to be a costly repair. We would advise DIY if you can because it will save you some dough from labor costs. We would highly advise changing all injectors if you think just a few are bad because there’s no point in replacing 1 or 2 and having 1 fail in the next month. However, if you were looking to take it into a shop, you would be looking at a bill of ~$1,500. Buy Here: TDI Fuel Injector Replacement OEM DIY Difficulty: Intermediate 3. Glow Plug Failure Glow plugs are the next common problem and it is common in diesel engines. Each cylinder has its own glow plug, which glow plugs heat fuel and air to initiate fuel combustion to start your engine. Since glow plugs are heating elements, it may be difficult to start a diesel engine in the cold. Without several functioning glow plugs, your vehicle will not be able to start. When glow plugs fail, you will more than likely see an “Emissions Workshop” signal and Check Engine Light on your dash. Unless you have faulty glow plugs, you should only have to go through one or two sets of these throughout your vehicle’s lifetime because they SHOULD last up to 100,000 miles. Symptoms of Glow Plug Failure: Engine Starting issues – Slow or hard starting Rough idle White or black smoke emitting from the exhaust Engine misfires Engine light illuminating Glow Plug Replacement Options: Glow plugs are not too difficult to replace, in fact, it is probably one of the easier DIYs on this list. However, if you were looking to get these replaced at a shop, you would be looking at a bill of ~$400. Again, just like the injectors, we would advise changing all of them, so they are all brand new and shouldn’t have to run across this issue again. Buy Here: VW TDI Glow Plug Replacement DIY Difficulty: Easy 4. Clogged Diesel Particulate Filter (DPF) Another common problem in the is a clogged DPF. In any diesel vehicle, the DPF is important because, as the name says, it holds any leftover diesel particulate from going into the environment. Essentially, the goal of the DPF is to reduce emissions from diesel engines. As you can see from the picture above, a common failure of the DPF’s is carbon buildup, which will turn on a dpf light on the dashboard of the vehicle. There are two things you can do if the light comes on: drive at a speed of 80km – 100km (50mph – 62mph) at 2 – 2500 RPMs for a consistent 15 minutes max (or until the dpf light turns off) to burn off the excess soot or get it professionally cleaned. When the dpf light does come on, don’t take it lightly as this can cause serious engine damage if driven on for too long. With a clogged DPF, the vehicle will not be able to “breathe” properly and it vehicle will go into limp mode. This is something that should not be experienced more than once in your diesel engine. Symptoms of Clogged or Failing DPF: Poor engine performance (Limp-Mode) Poor fuel efficiency Rough start Strange engine smell DPF engine light illuminating Increase of black smoke out of the exhaust VW DPF Replacement Options: Depending on if you live in an emissions-strict place or not, there are three options you can do to replace, clean, or delete the DPF. Now we do not advise deleting the DPF, however, it is a cheaper option. If you were to replace the DPF with a delete kit or OEM part, it is a rather straightforward DIY. If you decide to take your vehicle to a shop to replace the DPF, you could be looking at spending ~$1,200. To get the DPF professionally cleaned, you would be looking at ~$350 – $500. Buy Here: VW/Audi TDI DPF OEM Replacement DIY Difficulty: Intermediate 5. Clogged or Leaking Heater Core This is a lesser common issue in Volkswagen or Audi TDI’s where cold weather is not prominent, but it is still common enough to include on this list. The heater core/auxiliary heater, essentially a radiator, is the component that radiates heat into the cabin. There are two main reasons why these fail, and that it is either clogged or it is leaking. When it does fail, the heat will not work in the cabin of your vehicle, and on very cold days, this isn’t fun to deal with. If you live in an area that gets cold often, you will probably go through more heater cores than someone that lives in a warmer area. These should last up to 10 years, but these are known to be faulty on VW vehicles, so this could vary. Symptoms of a Clogged or Failed Heater Core: No heat from your A/C Coolant levels low Wet floorboard from leaking coolant Sticky smell in your vehicle Heater Core Replacement Options: There are 2 options that you have with the heater core: you can try to flush it and hope that resolves the issue or you can replace it. The majority of the time you should just be able to flush it, which will save you some money, but if it is leaking you’ll want to replace it. The DIY can range from easy to intermediate depending on which route you decide to go. But if you were to take your vehicle to the shop, you’ll be looking at around ~$160 for flushing and ~$1,000 for replacing the heater core due to labor costs. Buy Here: Audi TDI Heater Core Replacement Buy Here: VW TDI Heater Core Replacement DIY Difficulty: Easy to Intermediate (Depending on flushing or replacing) 6. High-Pressure Fuel Pump (HPFP) Failure The HPFP failing may be one of the worst things that could happen to your engine. An HPFP’s job is to pump high-pressure fuel into the fuel injectors to make them function properly. When it does fail, it can pump fragments of metal through the fuel system, which means you will have to replace every component related to the fuel system except for the gas tank. The pump can fail in a couple of ways: something inside the pump comes apart and pushes metal scraps through the fuel system or the valve on top of the pump failing. If you’re taking care of your vehicle by using the proper diesel fuel, oil, and maintenance, you shouldn’t see too many of these pumps failing. This is what you don’t want to see in your HPFP. This means there are metal shavings in your fuel system. Photo Credit: HumbleMechanic. Symptoms of a failed HPFP: Limp or low-pressure mode Check Engine Light (CEL) illuminating (Fault Code P0087) High engine temperatures Low fuel pressure readings Poor engine performance Vehicle studdering while still or in acceleration Slow engine start HPFP Replacement Options: If your HPFP does happen to go bad, it will be an expensive fix for you. The first thing to do is to call your local VW/Audi dealer to see if it is covered under warranty because they have both extended the warranties regarding this issue. If you are covered, hallelujah, however, if you are not covered, you’re about to fork over some money. A big catastrophe would be to find metal scraps in your fuel system, pictured above, you are looking at anywhere from ~$10,000 – $14,000 depending on what all was affected. However, if they just need to replace the HPFP, then you’re looking at ~$1,500. Buy Here: VW OEM TDI High-Pressure Fuel Pump Replacement Buy Here: Audi OEM TDI High-Pressure Fuel Pump Replacement DIY Difficulty: Intermediate Volkswagen/Audi TDI Engine Reliability To conclude, these engines have mixed reviews when it comes to engine reliability. We would say the older versions are modified enough to be reliable engines, however, the earlier versions posed more problems. Some of them can make it to 200,000 miles, but likely won’t last much longer. Engine maintenance is crucial with these engines as most start having problems after 100,000 miles if not kept up properly.
How to change the oil and filter on the 3.0 Tdi Audi A6 C7 model years 2011, 2012, 2013, 2014, 2015, 2016, 2017 and 2018.Engine code: CLAB 4G2/4G5Oil capacit It seems fitting to wave goodbye to our long-term Audi A6 saloon on the very week the next-generation car was unveiled to the public at the Geneva motor show. But that doesn’t mean we’re happy about seeing it go. Considering it was launched way back in 2011, which is centuries ago in car terms, it feels every bit as proficient as some of its far more recent rivals. In particular, we love the V6 diesel engine. It’s stupendously powerful, delivering its 272hp and 580Nm of torque in huge waves interspersed with smooth gearchanges from the seven-speed S Tronic gearbox. This car embarrasses bona-fide performance weren’t quite so keen on the sub-35mpg fuel economy during our time with the A6, though. That’s a long way off the 55mpg Audi claims is possible. In fairness that number was obtained using the old NEDC testing regime, which is far from reflective of real-life driving – we’d suspect the WLTP procedure that will become the industry standard over the next few years will highlight that cars like this aren’t quite so good on range, dirty shoes The fact that this A6 has a 73-litre diesel tank does mean its range is usefully long, though. During our testing you could absolutely count on 600+ miles between fill-ups, and with a little concentration and longer motorway jaunts, 750 miles was possible. Incidentally, hitting the claimed economy would liberate 867 miles of maximum range. I could definitely have done without spilling smelly AdBlue fluid all over my shoes, though
 It was interesting to drive a different A6 too, fitted with air suspension to highlight the gulf in ride quality. We were surprised our car came out on top, considering it didn’t have the £2,000 optional extra. But it was our epic road trip to Aachen’s Christmas market in Germany that really highlighted the A6’s talents as a supreme long-distance cruiser. We covered thousands of miles with relative ease, and came back thinking this car on winter tyres an almost unbeatable combination for safe, cold-weather seems to want SUVs these days, but our humble saloon does most things as well and some things even better. The Parkers Verdict Audi’s set to replace the A6 Saloon later in 2018 with an all-new model, fitted with the latest tech and engines we’ve already experienced in the most recently launched bigger cars in its range, the A7 Sportback and A8. We’re sure it’ll represent a step forward in almost every measurable way, but it’s difficult not to worry that there isn’t a huge amount that needs fixing here. More driver-assistance technology is one area that could do with improvement, but this version of the A6 remains an extremely compelling proposition. It’s a serious pair of shoes to fill. By Gareth Evans Update 11: The ride of our lives As recently as a couple of years ago, Audi’s S Line models (which our Black Series is based on) were notorious for their overly harsh ride quality – usually through a combination of large wheels and rock-hard suspension for that ‘sporty’ look and regularly complained about an experience so uncomfortable they needed chiropractic help after a short drive. Okay, so that’s probably an exaggeration, but things were pretty bad. We have some first-hand experience to call upon here – a previous team member once got a puncture in his A1 S Line on the motorway, but because he was so used to a choppy ride he was unaware of the incident, and just continued to the next services rather than pulling over immediately. That could have been disastrous. He was lucky it only cost him a tyre. But what’s that got to do with our A6? Well, we’re pleased to report Audi seems to have fixed the problem. The ride, even on non-adaptive suspension, is very good indeed. Audi A6: do I need air suspension? The 20-inch alloy wheels mean it’s a little firmer than it would be on tyres with taller sidewalls, but the way it absorbs bumps and ruts in the road, settling down within fractions of a second when you demand a direction change, had me wondering why on earth you’d pay for the £2,000 adaptive air suspension. We did get a chance to test said air springs, in fact. While the A6 was away having its damage fixed (see update 6), a replacement A6 Avant was provided with that box ticked on the options list. We were astounded at the difference, but not in a good way. Sure, road imperfections were dealt with better in isolation than the standard suspension, but the A6 never seemed to settle down. On some A-roads and motorways I even had a passenger complaining of motion sickness, which isn’t ideal. Luckily it wasn’t bad enough to warrant a hose-out. So while our A6’s ride is a touch firm, it’s a whole universe better than Audi used to make buyers settle for. It’s also a better solution than forking out for air. By Gareth Evans Update 10: Operation Christmas Market pt2 Heading out onto the highway again, for lunch we stopped at another service station near the German border and had what we remember as one of the best burgers we’d ever eaten. Freshly prepared and cooked, our experience of places like this on our travels was remarkable considering the nightmare many UK motorway rest areas are. Observe: In anticipation of Germany’s fabled autobahns, which feature sections of highway with no speed limit, we set the A6’s speed limiter to 106mph. This was the maximum speed the manual suggested on winter tyres. The car’s capable of 155mph flat-out, but I wasn’t going to risk a blowout at those speeds and the possibility of turning my co-driver and I into a set of statistics. As we entered the city of Aachen it quickly became clear that we had no idea where the Christmas market actually was. This established university town was a maze of cobbled streets but just as the light began to fade into a misty evening we steered into what was clearly the right lights illuminated pedestrians ambling in one direction along the cobbled streets. We picked a multistorey car park – easily one of the tightest on earth in a car that still felt rather portly – parked up and investigated what Aachen’s Christmas market was made of. Which is to say, mainly gingerbread and sausage. No great surprise there. The market itself is held in a number of squares that surround the city’s impressive cathedral, and for that reason there’s a gothic feel to the whole was counterbalanced somewhat by myriad yellow posters plastered everywhere; on walls, bins, lamp posts and even some folks’ mobility scooters, featuring the nuclear emblem. Clearly a protest was afoot, about which we’d learn a lot more later
Leg six: going nuclear We explored, bought a number of gifts for friends, family and colleagues, and left for our overnight stop in Amay in a light snow shower. As the fog drew in and the shower turned into a mini-blizzard on our 90-minute drive to our hotel, visibility dropped significantly. It was all the more eerie, then, for aviation warning lights on the titanic cooling towers of a nuclear power station to emerge from the mist. It took us a while to figure out what we were looking at, but it soon transpired that we’d booked ourselves a room on the front doorstep of Tihange nuclear power plant – the very facility they’d been protesting against in Aachen. Built in the ‘70s on the river Meuse, it’s feeling its age now, has experienced a number of nuclear ‘incidents’ and many want it decommissioned. Small world, I suppose, but that’s the point. No-one wants to live near took a little time the next morning to reflect on the A6’s huge diesel engine, and the parallel with this power station. They seemed such a good idea a decade or two ago, but both are rapidly falling out of favour as cleaner energy solutions become a more realistic proposition. Leg seven: the final stop Our next destination, and ‘A6’, if you will, was the beautiful French town of Arras. It was also setting up for a Christmas market of its own, but wasn’t quite there yet so we were able to take a pleasant tour of the middle of the square and the surrounding impressive was a bit of a hidden gem for CJ and I – it was the place we knew least about and we weren’t expecting much, but driving away we agreed it’s somewhere we’d go again. Nosing the Audi out of town and back onto the autoroute, we settled in for a fairly high-speed run through snowy northern France on our way back to Calais. This leg was uneventful, which was a blessing in disguise for what came next
 Back in the UK As the train doors open on The Tunnel and we head back towards the M20 in a reversal of our route a few days previous, it immediately became clear this was to be the worst part of the journey. Even before you hit the motorway lane discipline fell away to nothing and motorists seemed to put on their blinkers to all occurring around subsequently spent more than three hours to get back to CJ’s place in Cambridge, at which point I dropped him off and headed directly out into this famous city’s infamous rush hour. They’re currently doing a major widening project on the A14 and frankly, just avoid the area at times like that. It felt like I crawled right back to the A1M, so it was a fine relief to get back onto my familiar country lanes near home and rediscover the A6’s finely balanced handling and sledgehammer performance one more time before I put it to bed for the evening. Britain’s roads: reassuringly disappointing. The Parkers Verdict My main conclusion to this adventure is that we should have asked more of our A6. It shrugged off everything we threw at it with aplomb and got home feeling like we’d not been anywhere at all. This sort of journey is exactly what an executive saloon like this is best at, and we couldn’t really fault it. A lesson for next time
 Update 9: Operation Christmas Market pt1 I’d been wanting to visit a German Christmas market for ages, and in early December it hit me. Why not plan a pre-festive season road trip in the Audi? I’d been told that Aachen held one of the top 10 best in the world, so naturally that seemed like a good to make matters slightly more interesting, myself and my learned colleague CJ decided to make a round trip of it. We’d not only go to Aachen – a relatively simple drive by our standards – but to five other relatively major cities beginning with the latter A on the European mainland. After a session route-planning on a mapping programme we came up with the following itinerary: The Channel Tunnel from Folkstone to Calais Calais to Antwerp for an overnight stay Antwerp to Amsterdam Amsterdam to Arnhem Arnhem to Aachen for the Christmas market Aachen to Amay for an overnight stay Amay to Arras Arras back to Calais, Tunnel and then home The time we’d allocated for this was to leave on Wednesday afternoon, hopefully returning home early afternoon on Friday. How did we get on? Read on to find out
 Car preparation Before setting off I made sure the A6 was ready to go. That included checking pressures in the set of Dunlop winter tyres we’d previously had fitted. Checking Audi’s manual it called for 38PSI, so that’s what all four were set at, and while I was at the filling station I treated the car to a tank of premium diesel. Total cost was £ for litres of fuel, and 50p for a few minutes’ compressed also made sure we had all the kit required for driving in the countries we were visiting – breathalyser, hi-vis jackets, warning triangle and spare headlight bulbs – and that the headlights we’ve been so fond of so far will automatically adjust for driving on the right. Lots of cars do this now, which means you don’t have to use those irritating stick-on reflectors with their invincible adhesive. Leg one: Tunnel dash Leaving our office at precisely 16:22 UK time, we pointed the A6 towards France and headed off down the A1, onto the A14, M11, M25 and M20. It was a relatively clear journey, allowing us to catch the 20:20 train over to Calais. Part way down the M11 we noticed a funny foible with the A6’s multimedia system. It likes to let you know that your smartphone is running out of battery, but it does this at 40% charge, which is about as useful as an inflatable dartboard in today’s top-up-when-you-need-to plug-in culture. I’d been in the office all day, so my battery was below 40%, but I knew full well I wouldn’t have to charge it for at least another few hours even if I was using it almost constantly. This relegated what could be a neat little feature into the realms of the useless. Pulling up to the border security and customs at The Tunnel, we had our first reminder that the A6 is a large car. The cones laid out to provide lanes for motorists seemed perilously close to our flanks, and driving the car onto the train itself made for more than a few sudden intakes of breath. I was glad of the thicker sidewall on the winter tyres we’d had fitted – with the lower-profile rubber on the previous wheels the hideous noise of a kerb/alloy interface was a distinct possibility, but as it was we were fine. This is almost definitely a placebo effect, however. Onwards to France
Leg two: and then it rained Venturing onto the right-hand side of the road on CJ’s first stint, with the instrument panel advising the headlights had switched accordingly, and onto the French Autoroute we were caught in a deluge. It started as light rain and steadily intensified as went further towards Belgium until we were driving in so much hail and road spray it was almost impossible to see. Certainly the flat-fronted lorries on the same carriageway were struggling to maintain lane positioning around us, and in many other cars it’d have felt dangerous. Not so in the A6, though. Its solid-feeling driving controls (with steering in Dynamic mode an absolute must) and compliant ride along with ironclad build quality meant we felt hugely assured, even in the worst of got to our hotel in Antwerp at 23:40 local time (22:40 UK time) and settled down for some rest before heading out at 08:00 to our first photo opportunity of the trip, the Museum aan de Stroom, situated on a picturesque marina on the city’s waterfront. Leg three: in search of windmills After our museum visit we got caught in rush hour in Antwerp, complete with roadworks that seemed to gum up the entire city. I’d taken over the driving from CJ again and took a number of wrong turns, which I’ll happily blame on the navigation system despite obviously being my fault. We spent an hour or so leaving the city, by which time we were starving and so stopped for bacon and eggs at a Belgian service station. All thoroughly civilised. Our next destination was Amsterdam, but how to prove we’d been? A photo beside a windmill would do the trick. Leg four: sat-nav silliness and Arnhem’s Aardvark The trip from Amsterdam – which was a surprisingly simple city centre to extricate ourselves from – to Arnham was complicated dramatically by the A6’s nav system completely failing to recognise what looked like a relatively new major road system, sending us off in totally the wrong direction. Valuable time wasted. It was at this point we decided we’d begin to rely on a smartphone-based app instead of the Audi for the final decision on which way to go. We’d been playing with Waze for most of the journey – a crowd-sourced navigation and user-interactive owned by Google – and it had so far been very reliable at both predicting our time of arrival and sending us on routes that didn’t have a lot of traffic. Guided directly to the city centre, we stopped for a photo opportunity next to something else with a lot of As: the Feestaardvarken sculpture (below, clearly). Keep an eye out next time as we finally make it to Aachen and its world famous Christmas market
 Update 8: highly demanding The A6 has been more demanding than usual recently. It’s using fuel at the normal rate – which is to say it’s burning through diesel at around 33mpg pretty much constantly – but on top of that in the past few weeks it’s asked me for engine oil and I’ve run countless cars in my time at Parkers that have needed nothing more than regular fuel, so both of these requirements were met with a little consternation, but one ended up being far more irksome than the other. While the hardest thing about topping the oil up was convincing the chap on the forecourt that I didn’t need the whole five litres that were on ‘special offer’ instead of the one litre maximum the car was asking for, topping up the AdBlue was far more distressing. If you’ve fuelled an A6 then you’ll know where the AdBlue filler cap is – it’s directly next to the hole the diesel goes into. But it has a funny-looking attachment on it, which is the first obstacle. Out came the manual, and it transpires those clever folk at Audi have made it the very same size as the wrench supplied to tighten wheel nuts if you need to fit the spare. Very sensible, but you’ll need to get the spare out to access it, so this isn’t a job you’ll want to do on a petrol station forecourt at 3am in the rain. You’ve got 1,500 miles between the car warning you it’s running low on AdBlue and the engine stopping altogether, so there’s ample headroom there to plan and do this job in a safe, controlled environment. Another tip for you: don’t buy cheap AdBlue. I can’t comment on the quality of the fluid itself, but can’t emphasise strongly enough how important a neatly designed bottle/nozzle arrangement is. My chosen brand of additive didn’t have a good design, resulting in an airlock between car and bottle. This is only remedied by shaking the end of the nozzle, which meant I ended up with urea all over my shoes. Don’t be that person. There’s also no indication how much AdBlue you’ve actually put into the car, and when approximately 80% of it ended up saturating my otherwise finely fettled socks, that’s a suboptimal situation. It wipes off, by the way. Just in case you were wondering. Update 7: Back and better You’ll remember from the previous update that the A6 had been in the wars. Thanks to a highly inconsiderate numpty deciding to drive into the side of the car while I was en-route to the airport, I was worried it’d never be the same the car belongs to Audi it went back to the company’s HQ to fix, so my worries were completely unfounded because it didn’t just come back as good. It’s better. The reason for this is the fitment of some new wheels – not because I fancied a change of style, but they’re smaller to allow the fitment of some Dunlop Winter Sport 3D winter tyres. As you’ll read soon, I have a trip to Europe coming up, and some of the countries I’m intending on visiting require the use of winter tyres during icy conditions. I’ve yet to do any meaningful testing on them at this point, but one thing’s immediately clear: the A6’s ride quality has dramatically improved. Measuring 18 inches in diameter, the sidewalls are far bigger than on the 20-inchers on it previously. An extra amount of sidewall equates to a lot more air in the tyre, and that means better compliance over bumpy roads without what seems to be much of a handling sacrifice. I don’t even think they look that bad, either. When you’re driving in those countries in Europe where they’re a legal requirement, you often see winter tyres on steel wheels simple because they’re cheaper to buy than alloys, but in this case we’re fortunate enough to have a set of proper wheels bolted on instead. I’ll go into these tyres’ performance in more detail once I’ve tried them on ice and snow, but suffice to say my first impressions are good. Mileage: 6,755 Fuel economy: Update 6: Hit and run I reckon I’m covering at least 60,000 miles per year in cars, so it’s fair to say that statistically an accident is only a matter of time. What I’d hadn’t banked upon, though, was someone crashing into the A6 and then making off from the scene, leaving me with a lot of damage and no-one to pay for it. I was on my way from work down to Heathrow Airport (again) to catch a late-night flight to go to review the Maserati Levante. On the A405 I came to a stop in the second row of vehicles at some traffic lights leading onto a two-lane roundabout. And thinking back on it, I’d noticed the chap in the white Ford Transit Courier before anything had happened. He’d been aggressively swerving between traffic to get ahead of the cars around me, but ended up aside me as we waited for the lights to split-second the green lamp illuminated he was off, trying his level best to barge between the two cars in front. As he tried to position his car between lanes on the roundabout I had to use my horn to warn him that I was in his way. He heard it and immediately swung back into his lane extremely abruptly, at which point he must have miss-timed his subsequent dart behind my car and there’s no other way of saying it: I’d been T-boned. My first thought was to pull the car over so we could swap details, but at this point it became clear that my new-found adversary had gone. He was nowhere to be seen. Pulling off the road and into a side street, the priority now was calling the police. Dialling 101, I was put through to Hertfordshire Constabulary who requested I log the issue online within 24 hours on their website. Clearly this wasn’t to be an urgent damage wasn’t as bad as it could have been, but even in the dark I could tell there was white paint and metal-deep scratches down both passenger-side doors. A short test drive and the car behaved perfectly, with no warning lights, noises or other worrying sensations. I took the decision to continue to Heathrow. Since reporting the bump online as instructed I’ve heard nothing at all back from the police. I wasn’t even given a crime number, because according to the website this only happens if the crime is investigated. Lawyers are able to request one – for a fee – so that’s the only thing I could say to the company insuring the A6. Sadly it looks like it’ll go down as a no-fault claim, but one that’s likely to affect my personal insurance premiums and not the driver of the white van. It’s entirely likely he wasn’t insured if you’re reading this article: thanks a lot. By Gareth Evans Update 5: can’t handle the pressure It only ever happens when you have somewhere you need to be. I was en-route to the airport and while I wasn’t going to miss the plane, time was tighter than I’d usually leave it. Barrelling down the A45 towards Wellingborough and BONG! The Audi signals discontent. A warning on the dash showed the below, and thoughts of waving at my Airbus as it passes overhead at 36,000 feet came flooding into my brain. The protocol to follow here is to pull over as soon as is safely possible, get out of the car and check all four tyres for damage or under-inflation. This I did, and there didn’t seem to be anything wrong whatsoever. What a relief, given what James suffered only a few weeks prior in the update below. Erroneous tyre pressure warnings are a common occurrence on modern cars. They can be caused by multiple issues including temperature, speed bumps and kerbs. It is frustrating having to pull over and check when you’re in a hurry, but I’d much rather be warned of a possible problem than not at all. By Gareth Evans Update 4: our A6 suffers an early incident As I squeeze the throttle on our brand-new Audi A6 long-termer, of German executive saloon wafts up the M4 slip-road heading west out of London. The sky is blue, the traffic is lighter than normal and the A6 should be the ideal companion for a work trip to the Cotswolds. What could possibly go wrong? Thud. The back of the car steps out of line and the safety systems immediately kill the power to the wheels. Almost simultaneously a yellow symbol flashes up on the dashboard, accompanied by the message ‘underinflated rear right!’ The A6 had just suffered a blowout at 65mph and, admittedly, dealt with it very well indeed. Reassuring, when a quick search on YouTube throws up numerous times when drivers weren’t so lucky. In fact, the baulk of that drama came with that exclamation mark incongruously tacked onto the end of the dashboard warning message. Big wheels, but easy to change Cue a swift manoeuvre onto the hard shoulder to inspect the damage. I breathe a sigh of relief as I spot that the alloy has come out unscathed – even if the tyre is as flat as a pancake. Thankfully, the A6’s 20-inch wheel was easy enough to remove and replace with the space-saving spare – the hardest bit being trying to lift the huge alloy into the boot. Having said all that, we’d always strongly recommend you call out a breakdown patrol if your vehicle suffers a flat tyre on a busy high-speed road. Remember, more than 1,500 people are killed or injured each year on the hard shoulder. Tyre swap could have been slicker A quick call to Audi’s booking centre and we got the car penned in for an afternoon appointment at Slough Audi, one of the only dealerships within striking distance to have the correct size tyre. However, it was clear on arrival that the dealership’s service department wasn’t expecting us. Apparently, our tyre change had been provisionally booked-in (but not confirmed) during the timeslot usually reserved for the service team’s afternoon meeting, something which according to the service advisor we spoke to, isn’t meant to happen. This meant that what should have been a slick in-and-out trip to the dealer, turned into a rather more drawn out affair which took around two the breakdown in communication, however, that’s not a bad turnaround time for what ended up being a drop-in tyre replacement. The cause of our puncture? I can’t be sure, but the slice in the tyre indicates that a damaged cats-eye could have been the culprit. The fact is though, is that it could have happened at any place and at any time. So, if you have the choice be sure to spec a car with a space-saving or full-size spare wheel. It could be a life-saver. Update 3: The screen of dreams There’s a multitude of approaches to multimedia screens in cars these days, but I reckon the one in our Audi A6 is among the neatest not a touchscreen, which opens up a can of worms in itself – personally I’m much happier controlling these systems using the more intuitive haptic and rotary combination than having to take my eyes off the road to reach for a screen anyway – but others love to be able to control everything using the it’s the way it nestles itself into the dash when the car is off that I’m most impressed with. It’s such a simple, elegant answer to a question that many other firms struggle with. Mercedes-Benz is a prime offender here, with its screens looking like someone’s superglued an iPad onto the dash. The Audi approach means that when the car’s switched off there’s a simplicity to the cabin design that makes it feel far more cohesive. And the other point is theatre. It’s very cool to have the screen fold out when you push the metal engine start button. Sadly, it’s unlikely this feature will be continued in the next A6 as the game has moved on significantly, which is another reason we’re happy we’re getting to spend time with the current model. Gareth Evans Update 2: Early impressions Two weeks into our time with the A6 and we’re just beginning to get under the skin of Audi’s large saloon. Over the past 14 days we’ve done a couple of airport runs that highlighted its talent for covering a lot of ground extremely quickly. The V6 diesel motor has huge amounts of torque – 580Nm is available from just 1,600rpm – making overtaking the work of moments. It’s a distinct advantage to the six-cylinder layout when compared to the four-cylinder engines also on offer in the A6 range, which naturally have to work harder to reach any given be very interesting to keep tabs on the fuel economy, though, because usually with higher capacity comes bigger fuel bills. An alarming first-fill calculation showed when Audi claims 55mpg on the combined NEDC test. Just how carefully will we have to drive to hit that figure? We’ll find out in a future update
 The S Tronic twin-clutch automatic gearbox suits the engine well too, with smooth changes up and down the gears, but we do wish the paddles on the back of the steering wheel felt a little better quality. They’re plastic, and stand out in the A6 because the rest of the cabin’s an extremely nice place to be. Before I’d had a chance to drive the A6, a number of colleagues borrowed the keys so gave me their first impressions too. Most centred on the ride quality, or more precisely the lack of it. This car’s on 20-inch alloy wheels (which incidentally I reckon are the best match for the A6’s styling), and based on some previous experiences with Audis in similar specification I quickly ensured my spinal surgeon was on speed dial. I’m pleased to report I’ve yet to encounter anything approaching discomfort so far, though. In fact, the non-adaptive suspension works very well for my sort of driving. If we were being ultra picky, it’s firmer than some rivals with air springs, but the trade-off for that is more engaging, predictable handling. More on that later. And finally, a note on technology. Despite that fact this is an older design of car now relative to the BMW 5 Series and Mercedes-Benz E-Class, those two don’t feature many things conspicuous by their absence on the A6. The main notable exceptions are adaptive cruise control and any sort of active lane-keeping system – both features common in the modern executive saloon market, playing an integral part in the autonomous driving functionality most cars of this type will feature soon. Could the next A6 drive you to work? Gareth Evans Update 1: Welcome to the Audi A6 TDI Joining the Parkers fleet is a car that is often overlooked nowadays. The Audi A6 Saloon has fallen off the radar recently because relative to its most popular main rivals, the recently updated BMW 5 Series and Mercedes-Benz E-Class, it’s now getting on in A6 was launched to high acclaim back in 2011. But that was then, and this is now – six years on, and the car industry has come on a very long way indeed. However, we think the Audi A6 is still worthy of a place on the fleet, because its maturity is one of the endearing things about it. Cars are tweaked continuously by their manufacturers during their lifetime – both during official facelifts such as the A6’s major overhaul in 2014, and also under the radar as and when required. The result is that quite often, a later version of a car is significantly better than an early we’re expecting big things. What spec is our Audi A6 Saloon? We’ve gone for a very newsworthy engine. It’s a diesel, at a time when that fuel is rapidly falling out of favour due to the Dieselgate scandal and the associated environmental implications. But it’s also capable of some startlingly impressive performance statistics considering it’ll sprint from 0-62mph in seconds. To put that into context, it’s quicker than a Golf GTI Performance. With claimed fuel economy of 55mpg and CO2 emissions of 138g/km – which incidentally also beats the aforementioned VW hot hatch – this is starting to look like one seriously impressive large has big appeal for company car drivers too, thanks to its blend of fairly competitive CO2 emissions and high performance. Throw in its great long-distance cruising capability, and it’s starting to look like a compelling package. Audi A6 Black Edition Our car has been specified in Black Edition trim, which is top of the tree as far as non-Audi Sport A6s are concerned. So, it comes with a decent array of standard kit. Highlights from the spec sheet include: 20-inch alloys S line and Black styling packs LED headlights Leather sports seats Bose surround sound speaker system We’ve also chosen a handful of optional extras on board. But not as many as as you usually find are fitted to cars like this. And that’s due to its well-appointed Black Edition trim. So, we have six optional extras: Daytona Grey paint – £675 Technology Pack – high-spec multimedia system with sat-nav and smartphone connectivity – £1,625 Lighting Package – extra illumination inside and out – £265 Parking Pack – automatic parking with acoustic sensors all around the car – £810 Pre-sense Basic – prepares car for accident if car deems necessary – £260 Multifunction steering wheel – controls for multimedia and paddles for gearbox – £200 We’ll be thoroughly testing these extras to see if we reckon they’re worth it or not during our time with the also planning on putting some serious miles on the A6. We’re planning on taking it on some epic journeys, while taking time to pit it against its newer rivals in what should be the ultimate large saloon face-off. Stay tuned as we find out what life’s like during our Audi A6 Saloon long-term review. Gareth Evans Audi A6 C6 recommended engine oil: Castrol Magnatec 10w-40 A3/B4. Audi A6 C6 3.0 TDI V6, engine oil capacity in quarts / liters. Audi A6 C6 3.0 TDi V6 it is a large / luxury Cars. Car fuel: diesel. Audi A6 C6 engine code: BMK, BNG, CDYB, ASB. Engine capacity: 2967 ccm (180,14 cubic inches). Audi A6 C6 engine oil capacity: 8.2 quarts or liters.
Checking regularly all tyres on your Audi A6, including your spare tyre, once a month or before a long trip is recommended. Model / EngineTyre SizeFront tyre pressureRear tyre pressureAudi A6 TFSI225 50 R17 94Y3030Audi A6 TFSI225 55 R16 95Y2929Audi A6 TFSI245 40 R18 97Y XL3030Audi A6 TFSI245 45 R17 95Y2929Audi A6 MPI / Quattro205 60 R16 96W XL3632Audi A6 MPI / Quattro225 50 R17 94Y3229Audi A6 MPI / Quattro225 55 R16 95Y2929Audi A6 MPI / Quattro245 40 R18 97Y XL3229Audi A6 MPI / Quattro245 45 R17 95Y2929Audi A6 TDI / Quattro225 50 R17 98Y XL3832Audi A6 TDI / Quattro225 55 R16 99Y XL3529Audi A6 TDI / Quattro245 40 R18 97Y XL3832Audi A6 TDI / Quattro245 45 R17 99Y XL3529Audi A6 FSI / Quattro225 50 R17 98Y XL3532Audi A6 FSI / Quattro225 55 R16 95Y3330Audi A6 FSI / Quattro245 40 R18 97Y XL3532Audi A6 FSI / Quattro245 45 R17 95Y3330Audi A6 V8 Quattro225 50 R17 98Y XL3632Audi A6 V8 Quattro245 40 R18 97Y XL3833Audi A6 V8 Quattro245 45 R17 99Y XL3632Audi A6 V8 Quattro255 35 R19 96Y XL3833Audi A6 TDI Allroad235 55 R18 100Y3535Audi A6 TDI Allroad255 40 R20 101Y XL3535Audi A6 TDI Allroad255 45 R19 100Y3535Audi A6 TFSI Allroad235 55 R18 100Y3535Audi A6 TFSI Allroad255 40 R20 101Y XL3535Audi A6 TFSI Allroad255 45 R19 100Y3535Audi A6 FSI Allroad225 55 R17 97W3535Audi A6 FSI Allroad245 45 R18 96Y3232Audi A6 FSI Allroad245 45 R18 96Y3232Audi A6 TFSI Avant205 60 R16 96W XL3633Audi A6 TFSI Avant225 50 R17 98Y XL3230Audi A6 TFSI Avant225 55 R16 95Y2929Audi A6 TFSI Avant245 40 R18 97Y XL3230Audi A6 TFSI Avant245 45 R17 95Y2929Audi A6 TDI / Quattro Avant225 50 R17 98Y XL3832Audi A6 TDI / Quattro Avant225 55 R16 95Y3530Audi A6 TDI / Quattro Avant245 40 R18 97Y XL3832Audi A6 TDI / Quattro Avant245 45 R17 99Y XL3530Audi A6 TDI / Quattro Avant255 35 ZR19 Y XL3933Audi A6 FSI Quattro Avant225 55 R17 97Y3633Audi A6 FSI Quattro Avant245 45 R18 100Y XL3633Audi A6 FSI Quattro Avant255 35 R20 97Y XL4138Audi A6 FSI Quattro Avant255 40 R19 100Y XL3633Audi A6 FSI Quattro Avant255 40 R19 100Y XL SSR3633Audi A6 FSI / Quattro Avant225 50 R17 98Y XL3532Audi A6 FSI / Quattro Avant225 55 R16 95Y3230Audi A6 FSI / Quattro Avant245 40 R18 97Y XL3532Audi A6 FSI / Quattro Avant245 45 R17 95Y3230Audi A6 V8 Quattro Avant225 50 R17 98Y XL3532Audi A6 V8 Quattro Avant245 40 R18 97Y XL3633Audi A6 V8 Quattro Avant245 45 R17 99Y XL3532
4. Benjamin Papp. 3. A6 / S6 (C6 Platform) Discussion - EE: A6 c6 3.0 tdi injectors problem - Hello! i have audi a6 c6 with 3.0tdi 165kw I need to change 3 injectors and i have same car for donor parts, it has injectors with code 0445115044 but originals are 0445115078 can i use them or what could happen? Waiting for replies!
Audi A6 Avant - TFSI or TDI? Original Poster 98 posts 190 months Saturday 20th July 2013 What's the general opinion of the previous generation Audi A6 Avant? Specifically the 2008 C6 Facelift, and ideally with the 2009 Quattro wise, the TFSI (300PS, V6 Supercharged petrol - detuned version of B8 S4 I believe) looks great... but I can't find a single one on Audi Approved Used or Autotrader, and only one here on Pistonheads. Is there something wrong with them? Or did everyone just buy the diesel because BIK tax/carbons/MPGs? I don't do enough private miles to care much about fuel consumption .So, as the petrol is in short supply, what about considering the the diesel? The TDI (240PS V6) seems to be in plentiful supply at around ÂŁ17k-ÂŁ19k for a 2010 Le Mans, and a quick search reckons a remap will give another 40-50BHP. My last memory of a VAG diesel was over ten years ago with a but I'd hope with ten years of progress and two extra cylinders they would be more refined now?Would love to be looking at the S6, but the thought of a repair bill on that Lambo V10 sadly rules it then as an over budget choice, what's the new 2011 C7 model like? Looks to have the same engines as the C6 facelift, and a quick look on Audi Approved Used shows 72 S-Line Avant's with the TDI (240PS V6) and some people seem to have actually bought the petrol this time as there's 3 with the TFSI (300PS, V6 Supercharged)... both starting at ÂŁ29K. But it's over the ideal budget, and is it really ÂŁ10K+ better than a late C6 facelift one? There was a thread in this section a few weeks back on someone who'd run a C6 litre petrol so might be worth going back a few pages... If you don't do much mileage I'd always go petrol. Original Poster 98 posts 190 months Saturday 20th July 2013 Cupramax said: There was a thread in this section a few weeks back on someone who'd run a C6 litre petrol so might be worth going back a few pages... If you don't do much mileage I'd always go will have a look for that thread. But much as I'd agree with you re petrol, I can't find a single one on Audi Approved Used or Autotrader, and only one here on Pistonheads... so where are they!? Saturday 20th July 2013 Saturday 20th July 2013 We bought our 2008 Le Mans Avant as an Approved Used a year ago. I'd have preferred a petrol, but there just weren't any in budget at an Audi dealer. The diesel is a smooth V6 and will see 40 on a run even with a car load of people and luggage, nothing like a 4 pot dag dag Saturday 20th July 2013 I bought my LeMans new in 2007. Averages 36mpg and gets to 41mpg on a run or 42 with aircon off. Its plenty quick enough and pretty refined, but will never be as silky smooth as a I was buying again though, I would get a diesel, we also run a petrol Subaru Outback and road tax plus fuel cost (average 26mpg) feels painful in comparison. Original Poster 98 posts 190 months Sunday 21st July 2013 Thanks guys;I'm still at a loss why I cant see many TFSi (petrol) Avants at dealers. Can see plenty of TDI'sThoughts? Sunday 21st July 2013 Because people are sheep and the diesel is always cheaper mentality hence they havent sold many. I picked up an absolute bargain A5 last year just because it was a petrol. At the time it was the only one of its type on the Audi used car website... But was ÂŁ5k less than same age equivalent spec'd 2 litre models. IainT 10,040 posts 217 months Sunday 21st July 2013 I've just recently got hold of a 2012 facelift A5 TDI and the engine is, for a diesel, a real gem. The in our TT sounds nicer though!A quick nose on the various forums show a lot of relatively cheap tuning flexibility too for the diesel engine turning it into a 300PS/600NM beastie. Not something mine will be seeing while it's in warranty though! Gio G 2,827 posts 188 months Monday 22nd July 2013 If you want something different, go for the If you can find one that is. Audi had a whole stock of these cars in that unusual blue colour (forget the name)doing great deals, which I purchased. I suspect that quite a few of them will be coming up to 3/4 years old on the used you asked a dealer on a deal for the new I bet they have some amazing deals if you PCP with massive contribution deposits, as no doubt the default is always the engine, therefore incentives for the petrol are usually very good. Kell 1,708 posts 187 months Monday 22nd July 2013 Unfortunately, I never got the chance to drive a but about six years ago, when we were first looking at an A6, we drove the V6 petrol back to back with the the diesel won hands down in my test. The petrol felt like the handbrake was on in comparison. In the end we just couldn't afford either and got a BMW 530d MSport. Which was the worst decision we ever made, but that's by the my mindset was always that the diesel was the better all-rounder. But when we bought our A6 in October last year, I did ask the same question. The Official Audi figures aren't that far apart between the and the but in reality the diesel figure is a little optimistic, whereas the petrol one seems to be pure said all that, I wonder whether we made the right decision. In my experience, big diesels don't get good mpg around town. Certainly, if I'm in a hurry to get to the station, then 17mpg is not unheard of - and that's indicated, so who knows what the actual is?Our justification for diesel has always been the fact that my parents are 300 miles away, and my in-laws are 200 miles away, but in reality, we only make those journeys four of five times a year, so the extra fuel would probably be covered by the cheaper purchase way, you'll get a good car, it's just that the seem to be as rare as rocking horse poo. Monday 22nd July 2013 When cold and doing short trips like school run (12 miles of country roads), my gets down to 22mpg average! IainT 10,040 posts 217 months Monday 22nd July 2013 blueg33 said: When cold and doing short trips like school run (12 miles of country roads), my gets down to 22mpg average!Wow, that's impressive hoofing!My commute ( miles drive to parking space) is a mix of NSL A roads and town-centre congestion and I'm getting ~45mpg on that. I don't have an overly light right-foot. Monday 22nd July 2013 IainT said: Wow, that's impressive hoofing!My commute ( miles drive to parking space) is a mix of NSL A roads and town-centre congestion and I'm getting ~45mpg on that. I don't have an overly light I ever get is late spring run to the station 14 miles and if I am really gentle average 38mpg on the journey. Its when its really cold in the winter with lights, heated seats, heated screen, heated mirrors, cold oil etc thats when it gets down to low 20'mpg. If I drive a couple of miles further the average shoots back up to about 34. It just seems that the 12 miles is too short for it to warm up properly IainT 10,040 posts 217 months Monday 22nd July 2013 blueg33 said: If I drive a couple of miles further the average shoots back up to about 34. It just seems that the 12 miles is too short for it to warm up properlyI guess that makes a lot of sense really - a lot of extra load on the system. A bit like the nice readout showing just how much juice the aircon is sucking (so far I saw it peak out at 2mpg usage), mostly it runs at ~1/8th mpg...My run to work is just under 30 mins with the first 15 being slower 30/40 plus town centre. Should be warmed up by the time I get onto open roads which is probably why I see better numbers. We'll see what winter brings. Wednesday 31st July 2013 I must admit i'm also going through this dilema petrol v Derv avant currently. I already own an older C5 pterol V6 avant due to be changed this year & last week we toured the South West for a week & averaged 33mpg with some heavy right footing on the motorway & inclines, fully loaded with aircon full etc etc - not badMy new 07 company Passat Derv used to struggle to exceed high 30's on a 4 cylinder unit, when equally our A4 Petrol 220hp driven in anger returns low 40's high 30's on most tanks. So are Derv's actually that efficient when balanced against higher purchase price & rougher running & minimal fuel benefits - i am tempted with a TDi but i'm not convinced of the benefits for a petrol head. Wednesday 31st July 2013 I must admit i'm also going through this dilema petrol v Derv avant currently. I already own an older C5 pterol V6 avant due to be changed this year & last week we toured the South West for a week & averaged 33mpg with some heavy right footing on the motorway & inclines, fully loaded with aircon full etc etc - not badMy new 07 company Passat Derv used to struggle to exceed high 30's on a 4 cylinder unit, when equally our A4 Petrol 220hp driven in anger returns low 40's high 30's on most tanks. So are Derv's actually that efficient when balanced against higher purchase price & rougher running & minimal fuel benefits - i am tempted with a TDi but i'm not convinced of the benefits for a petrol head. IainT 10,040 posts 217 months Thursday 1st August 2013 Andy JB said: So are Derv's actually that efficient when balanced against higher purchase price & rougher running & minimal fuel benefits - i am tempted with a TDi but i'm not convinced of the benefits for a petrol min commute to work this morning town and A-road... The is capable of being very efficient plus has a lot of grunt. The lower power (200PS IIRC) is even more efficient but you might end up driving it with a heavier right foot... Kell 1,708 posts 187 months Thursday 1st August 2013 Andy JB said: So are Derv's actually that efficient when balanced against higher purchase price & rougher running & minimal fuel benefits - i am tempted with a TDi but i'm not convinced of the benefits for a petrol think the only thing you miss is the noise. I'm continually surprised by how swift our A6 is - so much so that I think the brakes aren't really up to the think it's mostly going to come down to the types of journey you make rather than the total number of of short journeys - probably mentioned above, and echoed by other people, I regularly see sub 20mpg on my 2 mile commute to the station, but then equally I see 38 to around 42 on motorways. Monday 14th October 2013 HiyaI've actually just bought one of these - Jesus, what a struggle to find one !, if you are still looking I know of one very good low mileage avant with all of the goodies - sit on autotrader and had 21K miles, currently up for ÂŁ20KAll the best in your search - such a great engine Gassing Station | Audi, VW, Seat & Skoda | Top of Page | What's New | My Stuff Posting Rules

Step 1 – Check the electric window fuse. Start with the most simple of approaches. The fuse panel is located behind a cover on the left hand side of the dash. Remove the cover using a small, flat head screwdriver. On the inside of the cover should be a table of the fuses indicating which one is where. Locate the power windows fuse, remove it

#1 Hello, Since this is my first post on the forums, I'd like to say hello to everyone here - I hope that apart from gaining knowledge, I'll also be able to help out others in the future Don't have an Audi yet, but I'm looking at a 2005 A6 TDI with some engine issue. The seller claims there's never been any problems with either the injectors not the hydraulic chain tensioner and this problem started suddenly after he stopped to get diesel. He claims it's the hydraulic valve tappets making the noise, but for me this knocking sound is different than "playing" tappets. Please have a look at the short video: As we can see, the car is quite heavily smoking off the exhaust too, meaning that most surely the injectors need replacing - but my main concern is the loud knocking coming for the engine. It doesn't sound like a problem with the timing-chains / tensionser, I'm a bit worried it could be a connecting rod bearing or one of the main bearings that spun around (perhaps due to fuel delivery issues)? If someone would have any idea (or know) what this could be (or what to check/where to look to confirm) and the estimate costs involved in a repair, I'd much appreciate a helping hand. Many thanks for your attention and wishing all the best, ericsson #2 Welcome! OMG mate! This did not sound any near like an A6 More like a tractor and it's smoking like one also. I wouldn't know much to help you on that but it will be good to start with an VCDS scan. This can possibly exclude few issues like injectors. #3 Hello Kris and thanks for the welcoming Yup, I know it sounds horrible (and serious), that's why I'm trying my best a determining the cause of these noises. Obviously the injectors are gone, but that's a much smaller issue than the loud, knocking sound the engine is making. I'll try to do make another video today, as I'm scheduled to view the car this evening. Unfortunately at this moment there's no way for my to dy a VCDS scan due to not having any equipment - so all I can do is touch, see and listen. I'll try to rev the engine a bit higher than it's idle speed to see what's the reaction and does that help/chance the noise in any way. Perhaps this will help to try saying what might be the cause. I'd like to ask would anyone be able to advise on what to check, where to listen closely in order to either exclude or track a faulty sector of the engine? Cheers for any imput here fellas, ericsson

Description Additionally. This pack contains all the models of the third generation Audi A6 (C6) at the moment. - Quality models. - High-quality textures. - Most models are damaged. - Most models have their own settings. - Many models have extras. Have a nice game! Translated by Yandex.Translate.

QUESTIONS AND DOUBTS ABOUT AUDI A6 ALLROAD QUATTRO (4F,C6 FACELIFT 2008) TDI V6 (240 CV) QUATTRO DPF TIPTRONIC The Audi A6 Allroad quattro (4F,C6 facelift 2008) TDI V6 (240 Cv) quattro DPF Tiptronic has a fuel consumption of:Combined consumption: l/100km | US mpg | UK mpgExtra urban consumption: l/100km | US mpg | UK mpgUrban consumption: l/100km | US mpg | UK mpgThe Audi A6 Allroad quattro (4F,C6 facelift 2008) TDI V6 (240 Cv) quattro DPF Tiptronic has a power of 240 (hp) Horsepower at 4000-4400 RpmThe A6 has a torque of 500 Nm at 1500-3000 Rpm | at 1500-3000 RpmThe Audi A6 Allroad quattro (4F,C6 facelift 2008) TDI V6 (240 Cv) quattro DPF Tiptronic has a top speed of mph (233 km/h)The A6 has a total weight of 1880 kg ( lbs)The tire sizes of this car are Audi are: 225/55 R17This model of Audi has a wheel size of: x R17The Audi A6 Allroad quattro (4F,C6 facelift 2008) TDI V6 (240 Cv) quattro DPF Tiptronic has an oil capacity of litres ( US quarts)The A6 has a fuel capacity of 80 liters ( gallons)The A6 has a manual transmission of Tiptronic Transmission | 6-speed SPECIFICATIONS OF SIMILAR VEHICLES
\naudi a6 c6 3.0 tdi check engine
In four-ringed showrooms, today’s 3.0-liter V-6 TDI is offered in the Audi A6, A7, A8, Q5, and Q7 TDI models, and we expect Audi will begin to phase those engines out and begin integrating the
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Find a . Used Audi A6 Near YouTrueCar has 17 used Audi A6 models for sale nationwide, including an Audi A6 Premium Plus Sedan 3.0L TDI quattro Automatic and an Audi A6 Prestige Sedan 3.0L TDI quattro Automatic. Prices for a used Audi A6 currently range from $4,995 to $64,998, with vehicle mileage ranging from 640 to 198,760.
A6 / S6 (C6 Platform) Discussion - Audi A6 C6 no rail pressure - Hi there guys, I have a really big problem with an Audi A6 2010 2.7 TDI.Initially, the second fuel pump G23 has been disconnected but we didn't know that.We put a hose between fuel pump and fuel filter and tried to start it in that way.It didn't Step 1 – Prepare to check your engine oil. Before getting started, you will need to allow your engine to cool down completely. A running engine has hot oil circulating throughout it. It takes a few hours for all of the oil to drain back into the sump. A cool engine gives a more consistent and accurate view of the oil level versus a hot one. I had an oil leak on my 2006 Audi A6 c6. Burned oil smell in the cabin and around the car.Tried everything.Replaced the valve cover gaskets twice and no r I traded my 2016 A6 premium plus 2.0 engine for the 2019 A6 premium plus 3.0 engine. After having had an E class Benz and 5 series BMW I have to say this is the finest car I have owned. VW Audi 3.0 V6 TDI Common Problems are Applicable for: VW: Volkswagen Phaeton Volkswagen Touareg. Audi/Porsche: (B7) A4 (B8) A4 Q7 (C6) A6 (D3) A8 Porsche Cayenne. The 6 Most Common Volkswagen/Audi 3.0 TDI Engine Problems. Timing Chain Tensioner (Pre 2007) Injector failure; Glow Plugs; Diesel Particulate Filter (DPF) and Sensors; Clogged or Re: A6 3.0 TDi Quattro - Multiple Electrical Problems including cutting out – 13-11-2011, 11:14 AM. Well coolraj003 was proved to be right! On opening up the passenger side box found a very high tide mark and some water in the box at the time. 2 relays in the base of the box that had been submerged and were corroded.
What is the engine size, Audi A6 Station wagon (estate) 2006 2.0 TDI (140 Hp) DPF? 2.0 l 1968 cm 3 120.09 cu. in. How many cylinders, 2006 Audi 2.0 TDI (140 Hp) DPF? 4, Inline: What is the drivetrain, Audi A6 Avant (4F,C6) Station wagon (estate) 2006 2.0 TDI (140 Hp) DPF? Front wheel drive. Internal Combustion engine.
The 2.7-liter V6 TDI engine is a smaller version of the 3.0-liter TDI engine. This engine was developed by Audi but also installed in Audi cars only. The only difference between the two engines is the 2.7 has a smaller stroke. This engine has 1:1 stroke ratio (square engine). The engine has compacted graphite iron cylinder block, forged steel N9Jj.