Audi A6 (2004 – 2011) Review
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Audi A6 (2004 – 2011) At A Glance
High quality and refined cabin. Good engines including frugal TDI diesels. Maximum five-star crash test rating. Classy image.
Earlier 2.0 TDI PD engine not especially refined and had some problems. Originally shown as a 4 seater and rear seat not very roomy.
The Audi A6 of 2004 is a very good looking, refined and comfortable cruiser with a high-class cabin and was one of the best all-round executive saloons available. It may not have the most daring design, but the understated looks are part of the appeal and echo the classy image of the car. Inside it's very impressive with an easy to use but upmarket cabin that is well finished with a durable and hardwearing feel.
It's no surprise that comfort and refinement are the overriding features that truly stand out. On the road the A6 doesn't quite deliver the same level of driver involvement as a BMW 5 Series, but it's still keen enough in corners with good roadholding and a forgiving ride, only the rather artifical steering lets it down. But on the motorway the A6 effortlessly cruises along with minimal noise levels.
There's a good choice of engines in the range too, from the frugal 2.0 TDIe that averages 53.3mpg to a wonderful 3.0T FSI with 290bhp. The Audi A6 is really at its best with the larger engines and an automatic gearbox, allowing you to enjoy its relaxed nature and comfort.
In 2008 the Audi A6 was significantly revised with a new exterior - most notable at the back where there are fresh LED tail lights - while new engines were introduced too, making it an even better car all round.
Reviews for Audi A6 (2004 – 2011)'s top 3 rivals
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Audi A6 (2004 – 2011) handling and engines
- Engines range from 2.0 TDI to 4.2 FSI quattro
- Readers report Real MPG to be between 23–55 mpg
The inevitable comparison whenever driving an executive saloon is with the BMW 5 Series and on very demanding or twisting roads, you will notice quite a difference. As the standard Audi A6 is front-wheel drive as oppose to the rear-wheel drive set-up of the BMW, it doesn't have the same poise when accelerating out of bends. However, the A6 is available with Audi's quattro four-wheel drive - something which isn't offered by BMW - and this gives it amazing surefootedness, especially in the wet.
But the steering of the A6 tends to be more of an issue. It's usefully light for parking and does weight-up nicely to give a decent feel of control on the move, but it feels strangely artificial at times, which means the A6 isn't as enjoyable to drive as it perhaps could be. However, the use of aluminium in the body means it's a light car for its size and surprisingly nimble, dealing exceptionally well with quick changes in direction.
It's certainly a nice car to drive and really excells when cruising on the motorway where it's quiet and relaxed. Visibility is pretty good too, so although it's no small hatchback, it's still fairly easy to squeeze it into parallel parking spaces. On most models the ride is forgiving, if always on the firmer side. However, sportier S line models with larger wheel and lower, sports suspension can be a little too stiff for many and tend to become quite crashy on bumpy and rough roads.
The A6 is really at its best with the larger engines - the best being the superb 3.0-litre V6 TDI which comes with quattro as standard. With 233bhp and 450Nm of torque, giving it effortless pulling power from low down. This engine works superbly well with the optinonal six-speed S tronic automatic gearbox and is our pick of the range.
The smaller 2.0 TDI with 140bhp doesn't really suit the A6 as it's rather noisy and not especially refined, but it is punchy and gives surprisingly good pace. However, when revved it can get a little clattery and lacks the smooth nature of the other engines. It's efficient, emitting 159g/km of CO2 and averaging 46mpg, but when the A6 was facelifted in 2008 a new 2.0 TDI replaced this engine and it's a huge improvement.
Unlike the older TDI PD engine, the newer unit is a common rail engine (so is usually seen as a TDI CR) which means it's far quieter and smoother, with a more predictable power delivery. With 170bhp on tap it performs very well, helped by plenty of torque. A lower powered version (with 136bhp) was also introduced as an economy version. Called the 2.0 TDIe it emits 139g/km of CO2 and averages 53mpg, but is still decent to drive with good in-gear punch. It sometimes struggles if you indulge in enthusiastic driving, but for motorway and town routes, it's more than good enough.
When the Audi A6 was launched there was a 2.4-litre petrol with 177bhp but this was dropped at the end of 2008 in favour of a silky-smooth 2.8 FSI with 220bhp. It doesn't feel particularly quick, but is great for gently wafting along. There was also a 256bhp 3.2-litre V6 which was replaced (at the same time) by a superb 3.0 T FSI with a supercharger, which means instant acceleration and a great engine sound. It boasts an impressive 290bhp along with 420Nm of torque.
| Engine | MPG | 0-62 | CO2 |
|---|---|---|---|
| 2.0 FSI | 36 mpg | 8.4 s | 187 g/km |
| 2.0 TDI | 46–50 mpg | 8.9–10.3 s | 149–159 g/km |
| 2.0 TDI multitronic | 49 mpg | 8.9 s | 153 g/km |
| 2.0 TDIe | 53 mpg | 10.3 s | 139 g/km |
| 2.0 TDIe multitronic | 49 mpg | 9.9 s | 151 g/km |
| 2.0 TFSI | 38 mpg | 8.2 s | 174 g/km |
| 2.0 TFSI multitronic | 37 mpg | 8.5 s | 179 g/km |
| 2.4 | 29 mpg | 8.9 s | 231 g/km |
| 2.4 quattro | 26 mpg | 9.1 s | 257 g/km |
| 2.7 TDI | 41–46 mpg | 7.9–8.1 s | 164–184 g/km |
| 2.7 TDI multitronic | 44 mpg | 7.9 s | 169 g/km |
| 2.7 TDI quattro | 40 mpg | 8.2 s | 189 g/km |
| 2.8 FSI | 33–34 mpg | 7.3–7.9 s | 196–207 g/km |
| 2.8 FSI quattro | 31 mpg | 7.7 s | 212 g/km |
| 3.0 TDI quattro | 35–42 mpg | 6.6–6.9 s | 179–213 g/km |
| 3.0 TDI quattro tiptronic | 40 mpg | 6.8 s | 189 g/km |
| 3.0 TFSI quattro | 30 mpg | 5.9 s | 219 g/km |
| 3.2 FSI quattro | 26 mpg | 6.8 s | 255 g/km |
Real MPG average for the Audi A6 (2004 – 2011)
Real MPG was created following thousands of readers telling us that their cars could not match the official figures.
Real MPG gives real world data from drivers like you to show how much fuel a vehicle really uses.
Average performance
90%
Real MPG
23–55 mpg
MPGs submitted
264
Audi A6 (2004 – 2011) interior
- Boot space is 546 litres
| Dimensions | |
|---|---|
| Length | 4916–4927 mm |
| Width | 1855 mm |
| Height | 1459 mm |
| Wheelbase | 2843 mm |
It may not have the dramatic style of the Jaguar XF, but when it comes to quality and user-friendliness, the cabin of the Audi A6 is one of the best. There's a genuine feeling of solidity about everything, from the reassuring clunk of the doors as they close, to the substantial central console, it's a great blend of style and substance.
As with all cars at this level, there's a range of interior trim materials and colours, which not only allow you to personalise the cabin if the A6, but can be combined to give it a very different feel - from traditional wood and brown leather, to more modern gloss black and aluminium detailing. But whatever you opt for, you can be assured that the fit and finish will be first class. It's a cabin which feels every inch a luxury car.
Details such as the electric handbrake and colour screen built into the dash reinforce this feeling. The main controls, such as the stereo and sat nav (if fitted) are controlled via a dial just behind the gear lever - what Audi calls the MMI (or multi media interface). It's like the BMW iDrive system, but a little easier to get to grips with. The climate control is operated separately but can be a little tricky to get used to as it's not particularly intuitive. However, once you've worked it out, it's quick to use.
Facelifted models 2008 come with a new version of the MMI system which is easier to operate thanks to a new joystick controller, plus there's an optional 40GB music hard drive. Annoyingly though, the off-clutch foot rest is still very narrow and too upright to be comfortable on long journeys.
The dials are easy to read and are separated by a digital display which shows - among other things - an excellent trip computer which is ideal for keeping an eye on your average fuel economy or range. Elsewhere the driving position is very good with lots of adjustment so even the tallest of drivers can get comfortable. Those in the back get well looked after too with plenty of legroom and head space too, although the large central transmission tunnel means you can't really get three people across the back.
Audi A6 (2004 – 2011) models and specs
| Dimensions | |
|---|---|
| Length | 4916–4927 mm |
| Width | 1855 mm |
| Height | 1459 mm |
| Wheelbase | 2843 mm |
| Miscellaneous | |
|---|---|
| Kerb Weight | 1520–1785 kg |
| Boot Space | 546 L |
| Warranty | 3 years / 60000 miles |
| Servicing | - |
| Costs | |
|---|---|
| List Price | £25,675–£46,735 |
| Insurance Groups | 25–38 |
| Road Tax Bands | E–M |
| Official MPG | 24.4–53.3 mpg |
| Euro NCAP Safety Ratings | |
|---|---|
| Adult | 5 |
| Child | 4 |
| Pedestrian | 1 |
| Overall | - |
On sale until January 2011
On sale until April 2008
Model History
- April 2004: A6 officially launched
- December 2004
- May 2005
- February 2006
- December 2006
- June 2008
- October 2008
April 2004
A6 officially launched
Shown at the Geneva Motor Show in March 2004 with UK orders taken from April 2004. All engines apart from base TDI PD 140 four-cylinder are chain cam. New 2.4 V6 with 177bhp and 230Nm torque, 3.2 V6 FSI with 255bhp and 330Nm torque, 4.2 V8 with 335bhp and 430Nm torque, 3.0 TDI V6 also seen in the A8 with 233bhp and a massive 450Nm of torque. New chain and gear cam 2.7 V6 TDI.
A6 2.0 TDI SE £24,020 OTR
A6 2.0 TDI S Line £26,740 OTR
A6 2.4 SE £24,175 OTR
A6 2.7 TDI V6 SE £26,330 OTR from December 2004
A6 2.7 TDI V6 S Line £29,050 OTR from December 2004
A6 3.2 FSI SE £30,225 OTR
A6 3.2 FSI quattro SE £33,225 OTR
A6 4.2 quattro SE £42,775 OTR
A6 3.0 TDI quattro SE £31,680 OTR
December 2004
A6 2.7 TDI V6 from December 2004. 180bhp from 3,300rpm, 380Nm from 1,400rpm, 0-62mph in 8.1 seconds, 141mph, 41.5mpg, CO2 181g/km. Optional adaptive air suspension available from December 2004.
May 2005
200bhp 2.0T engine option from late May 2005. 6-speed manual does 0-60mph in 8.1 seconds, top speed 141mph, combined 34.4mpg, CO2 197g/km.
Audi UK will integrate RAC Trafficmaster's RDS TMC (Radio Data System Traffic Message Channel) service initially on satellite navigation systems fitted to the A6 and A8 from November 2005. The real time traffic data technology will enable drivers to monitor traffic conditions and will automatically redirect them away from congested routes in order to minimise traffic delays.
February 2006
A6 Saloon and Avant models enhanced by interior and exterior upgrades. Satellite navigation and 6 CD autochanger fitted as standard to four-cylinder models at no extra cost. 2.0 TDI and 2.7 TDI Multitronics launched February 2006 after long development delays to toughen them up sufficiently. Extremely BIK efficient for company car drivers.
A6 2.0 TDI multitronic 140bhp at 4,000rpm, 320Nm at 1,750-2,500rpm, 0-62mph 10.2 seconds, 127mph, 40.3mpg, CO2 189g/km. Delivering up to 40.3mpg, the 2.0 TDI Multitronic offers a potential range of up to 621 miles on a single tank of diesel, while a comparatively low CO2 output of 189g/km results in a 27 per cent tax liability
A6 2.7 TDI multitronic 180bhp at 3,300-4,250rpm, 380Nm at 1,400-3,300rpm, 0-62mph 8.3 seconds, 140mph, 37.7mpg, 200g/km of CO2. A low CO2 output of 200g/km equates to a 30 per cent tax liability for business users, resulting in the lowest benefit-in-kind charge for a premium sector automatic.
An enhanced SE specification includes an alloy wheel upgrade from a 16-inch 9-arm design to a 17-inch 5-spoke ‘Star’ wheel and a High Gloss Pack that adds aluminium window trim strips, door handle surrounds and sill inserts. Climate control has been replaced by the more sophisticated Comfort Air Conditioning System Plus. Until December 2006, four-cylinder A6 2.0 T FSI and 2.0 TDI versions will also be equipped as standard with a 6 CD autochanger and CD ROM satellite navigation – a combined feature previously available at an extra cost.
New A6 4.2 FSI quattro models available to order from June 2006. 4.2-litre V8 engine with FSI direct petrol injection first seen in Q7 quattro delivers 350bhp at 6,800rpm and 440Nm at 3,500rpm. A6 0-62mph in 5.9 secs, top speed limited to 155mph, combined mpg 26.1, CO2 257g/km.
New S6 V10 open for UK orders from April 2006, with first UK deliveries in July 2006. 5.2-litre V10 FSI petrol engine developed using Lamborghini Gallardo's 5.0-litre unit as its base, linked to six-speed tiptronic. 420bhp at 6,800rpm, 540Nm from 3,000-4,000rpm, 0-62mph in 5.2 seconds, electronically limited 155mph top speed, 21.0mpg. Modified sports suspension with latest generation quattro drive incorporating 40/60 rear biased torque split. Exclusive styling incorporating unique single frame grille design, flared front wheel arches, separate daytime running light strips.
December 2006
New naturally aspirated 2.8-litre V6 FSI petrol engine with 210bhp and 280Nm was introduced, available with manual and multitronic transmissions. 0-62mph in 7.9 seconds, top speed 151mph, 32.4mpg and 207g/km of CO2.
June 2008
A6 2.0 TDI Limited Edition available to order and is based on the SE trim but adds interior and exterior upgrades that equate to £1600. Six-speed manual transmission standard, ultra-efficient seven-speed multitronic CVT available at extra cost. A6 2.0 TDI Limited Edition manual 0-62mph in 10.3 seconds, top speed 130mph, 46.3mpg and 159g/km of CO2.
Limited Edition model features an alloy wheel upgrade to a polished 18-inch twelve-spoke and supple Milano leather. As part of a separate enhancement package for all four-cylinder petrol and TDI versions of the A6, DVD satellite navigation, which incorporates an upgrade to a seven-inch high resolution colour monitor for the Multi Media Interface control system and a six-disc CD changer, is also included at no extra cost.
October 2008
New A6 range was open for UK orders in August 2008 for first deliveries in late October 2008. It benefits from styling revisions inside and out, a major update of the engine line-up bringing fuel efficiency gains averaging 12 per cent and reconfigured suspension for improved comfort. The latest generation quattro system with 40/60 torque split is available while the highlight of the new petrols is the supercharged 3.0-litre T FSI unit with 290bhp and 420Nm.
The new headline engine in TDI range is the 2.0-litre TDI which features ultra-efficient common rail fuel injection with piezo injectors – all TDI engines are now common rail-equipped. New ‘e’ model achieves 53.3mpg and 139g/km CO2 output through technical and aerodynamic refinements.
Special aerodynamic modifications and a 20mm reduction in ride height also further the cause by helping the A6 to slip through the air with an impressively low drag coefficient of 0.28. Despite the 53.3mpg and 139g/km these modifications make possible, the A6 2.0 TDIe with six-speed manual transmission is on the pace, its 320Nm torque maximum arriving at 1,750rpm to propel it to 60mph from rest in 10.0 seconds and on to a top speed of 129mph.
Enhanced cabin incorporates new third generation Multi Media Interface infotainment system with high capacity hard disk-sourced navigation mapping and 3D display.
What to watch out for
Reports of engine vibrations from 2.0 TDI manuals after around 30,000 miles, apparently caused by "melted injector seals" from using the wrong fuel.
Some readers have reported as little as 1,000 miles a litre of SLX oil (at £13 a litre) from the otherwise excellent 3.0 V6 TDI.
Seemingly widespread problem with dual mass flywheels on A6 2.0 TDI which causes stalling. These can start to separate and the clutch can fail by 45k miles requiring expensive (£1200) replacement.
Also a problem with 2.0 TDI Multitronics stalling. Engine emissions system does not seem to be compatible with the engine braking provided by the latest Multitronics on descents. In November 2007 Audi software programmers were still scratching their heads.
Early 2.0TDIs PD 140s and PD 170s with balancer shafts have a chain drive to the oil pump and the chain drive can eventually snap. Later cars have a hexagonal shaft positive drive to the oil pump that is also a problem. Failed oil pump drives totally wreck the engines and if the car has not been 100% Audi maintained, Audi will not pay.
The oil pump is driven from a balancer shaft via a short hexagonal shaft. The peaks of this hexagonal shaft locate in six corresponding but minute grooves machined within the otherwise circular-bored oil pump drive shaft. Thus, the oil pump drive relies entirely on an interference fit of little more than 0.010" along the peaks of the hexagonal shaft. After about 50,000 miles, the shaft can round off, resulting in a totally destroyed engine and turbo, plus a bill of up to £9,000.
If the danger is known and the oil pump is removed by the garage in good time, a new replacement pump will cost over £500, plus the labour etc to remove and refit it. However, it is also possible to save the old pump and modify the drive at a fraction of the cost of a new one. Many local machine shops already have numbers of these pumps in for such rectification, the drive shaft of each having been on the point of rounding off.
The non balancer shaft BKD, AZV and BMN 2.0 engines (which found their way into the 2.0 PD Octavia, A3, Golf, and various SEATs) used a chain driven oil pump very similar, but not identical, to the old 1.9 130hp PD engine. This never seems to give any problems. It's the balancer shafts that cause the problems on the 'posher' VAG 2.0 PD diesels eg Passat, A4, Superb.
This 2.0 PD differs from the 1.9 in having twin Lanchester balancing shafts which contra-rotate at 2x crank speed. The first engines used a chain drive which was a complete disaster and the later engines a gear drive. All 2.0 PD got the geared drive towards the end of 2005.
The problem with the 2.0 PD engine is the drive from the slave balancer shaft to the oil pump, which is a piece of 6 AF hex bar which has inadequate engagement depth with the grooves in the slave shaft. It's the torsional oscillations caused by the balance shafts which destroy the oil pump coupling (the 6mm AF bit of hex) and the chain drive to the balancer shafts before the gear driven systems came out, though these still give problems with the hex key rounding.
The problem is with lack of concentricity of the drive socket into which the drive rod/hex fits. Chacking shows that all the drive sockets in the failed units were off centre by at least 0.1mm. All the replacement balancer units were dead centre and have not led to a repeat failure. Some replacement balancer units have now done 100k+ miles.
You will get this problem at some point if you have a 2.0TDi WITH balancer shafts. If your 2.0TDi does NOT have balancer shafts, you will be ok. If you fit the lastest balancer shaft/ pump assembley from VAG it will more than likely cure the problem for life as they have made the hex longer and centered it all properley.
CR engines are safe. Anything before that..Audi/VAG wont say exactley when they started to fit the units that actually work properly.
Fuel gauges suffer a fault of the needle stuck on empty when the tank is full (software upgrade required) and the parking brakes are intermittently not releasing, again requiring software upgrade.
Report of leaks through the pollen filter seal into the cabin.
One reader's experience of A6 2.0TDI Multitronic: "I bought my A6 from Lincoln Audi with 5k on the clock today it has 112k. I have had problems with the car and spent over £3,000 in the past 6 months on DPF, into the garage 3 times before they gave up and changed it with no guarentee it would not happen again. Only last week Oil Pump Siezed and also took out Turbo. I was originally quoted £1600 for the turbo but after haggling and stating my case they charged me £770. the question is I paid £840 for the Oil pump with 10% goodwill. Perhaps I shouldn't complain but these cars should do at least 200k before major component failure thats why we customers pay all that extra money. Having collected my car today there was a note attached to the £2,022 bill stating that the dual mass flywheel is worn and should be replaced at a further cost of £1,099. My previous car was also purchased from Lincoln Audi and was an A6 2.0ltr Turbo Manual and after 15000 miles the Dual Mass Flywheel Seized up. Fortunately for me it was under warranty."
14-03-2011:3.0TDI V6 quattros prone to water pump failure and also prone to losing coolant from the water cooled EGR valve.
29-07-2011:Timing chains of 3.2V6 petrol engines can fail under Longlife service regime, so much wiser to switch to 10,000 mile oil service intervals.
15-02-2012:Complaint of repeated timing chain failures on 3.2V6 FSI petrol engine.
21-02-2012:Swirl flap motor failure in both inlet manifolds of 2006 2.7TDI V6, and a quotation by the Audi dealer of £1,122 to replace.
25-07-2012:Oddball fault with 2007 A6 2.0TDI Multitronic, sometimes mistaken for a problem with the DMF. EGR valve can break (weld snaps clean off) resulting in loss of power and a noise.
22-09-2012:Rear dampers seem to be failing on 3.0V6 TDI quattros and Audi dealers ask £750 a side to replace them.
31-12-2012:Complaint of repeatedly warped front brake discs on a 2 year old A6 Avant 3.0TDi Tiptronic Quattro. Each set started to judder after around 3,000 miles and required replacing.
26-01-2013:On 2.7V6TDI, individual inlet manifold swirl flaps can break (but yet to hear of one being ingested by the engine). Audi is developing a fix so the whole inlet maifold does not have to be replaced (see 21-2-2012).
25-02-2013:Usual oil pump failure in 60k mile four and a half year old 2.0TDI Avant, leading to turbo failure due to oil starvation. But because the car had been Audi maintained all its life, all fixed for £1,000, after contributions from Audi and the dealer.
19-10-2013:Repeat oil pump drive failures on a 2008 A6 2.0TDI, first time in November 2012 and Audi denied liability due to independent servicing. Repair cost £3,500 at an independent garage. Owner took out an RAC Gold Warranty in January 2013. Then when oil pump failed again 30,000 miles later the RAC refused the claim on the grounds of 'manufacturing' defect.
25-10-2013:Another report of jerky, uneven running of 2006 2.0TDI around 2,000rpm. What had happened was that the EGR motor was ok but the vane attached to the motorised spindle had gone right through the vane. Hence the engine management didnt see an issue as the motor was working by turning the valve spindle but the vane had the small spindle right through the middle and didnt turn at all, hence the malfunction of the engine with no errors on the electronic record. New EGR and power is back to like new.
12-05-2016:Report of electrical problems with passenger door of 107k mile 2009 Audi A6 2.0TDI. Refuses to open using the remote on key or on drivers switch side inside door. Local Mechanic thought would be solenoid, which is part of lock but replacement didn't work. His Auto electrician then looked at relays but again no solution. All they can suggest is ECU but the cost plus programming and fitting will be over £600 and then still no guarantee this will fix it.
24-07-2016:Severe judder reported from drivetrain of 2010 Audi A6 3.0TDI quattro in 1,600 - 2,000rpm range (which is normal motorway cruising range). Suspect Haldex centre diff that requires regular fluid and filter changes. This model has a torque converter auto, not a longitudinal DSG.
12-02-2018:Report of timing chain failure on EA888 2.0TFSI engine of 2009 Audi A6 at 98,000 miles.
11-07-2018:Report of 2008 Audi A6 2.0 TDi 140 Multitronic Auto "blowing up" due to too much oil in the engine. This phenomenon occurs when a diesel car is used for repeated short runs from cold so the DPF cannot passively regenerate. Instead, it has to actively regenerate, which uses diesel, post-injected via the engine, to "fire off" the DPF and burn the soot inside. If the engine is repeatedly switched off while the DPF is actively regenerating, the post-injected diesel sinks into the sump of the engine raising its level, and this can be to a point where a compression ignition diesel engine starts running on its sump oil, which is what I think happened in your case. Fixing it after this could be a big job.
21-08-2018:Report of failure of engine of 2006 Audi A6 2.7TDV6 Avant at 204,000 miles. First thought to be an injector, but, after replacement, it failed again, thought to be the ECU.
23-09-2018:"Lots of complaints/issues" reported with 2017 Audi A5 2.0TDI 190 s-tronic SE, bought new in July 2017. After first month problems in shifting gear. "Contacted Audi dealership checked and told owner nothing wrong. End of September 2017, while reversing from driveway the car startedoff/cutting off completely. Then every two weeks or say in a certain interval s ame complaint keep coming again and again. Dealers and Audi Ireland keep saying the same thing nothing wrong. In the meantime MMi keeps freezing, Bluetooth keep disconnecting, DPF warnings every week, Very tiny bit juddering we can feel, Lackof power sometimes, Gear change is so obviously we feels we are sitting in tractor we will go forward and backward. Keep reporting this issue on a weekly basis. Same answer nothing wrong with car it’s in my head. 02 January 2018 car went into limp mode and the service Manager licking my feet and says small problem the EGR valve has to be replaced on 8000 kilometers (8k -kilometer) done car. February 2018 (10k kilometers) they take car again and change the Mechatronic unit without even my consent. Car is extremely sluggish and very low powered sometimes. Lack of throttle or say response from gear or acceleration/accelerating sometimes lags a lot. Car Juddering/shivering approaching stop. Even today while reversing out the completely car stopped. DPF warning comes and goes still."
17-11-2018:Report of timing chain failure in engine of Audi A6 2.7V6TDI at 118,000 miles.
19-07-2019:Report of failure of Multitronic CVT automatic transmission of 2013 Audi A6 Avant bought used in February 2019. Transmission fluid was changed in February 2019. Transmission seemed noisy and buyer complained but was told it was okay. 5 months later the transmission has failed.
04-01-2020:Complaint that mapping updates to the satnav in an Audi A6 after 3 years have to be carried out at a charge by a franchised Audi dealer.
