- Doors and Seats
5 doors, 5 seats
- Engine
3.0DT, 6 cyl.
- Engine Power
171kW, 450Nm
- Fuel
Diesel 8.8L/100KM
- Manufacturer
4WD
- Transmission
Auto
- Warranty
3 Yr, Unltd KMs
- Ancap Safety
NA
Audi A6 Allroad quattro
Price just doesn't add up
Some cars make sense, some don't. The A6 Allroad falls into both categories. On the plus side, it is a well-engineered vehicle, but at $106,000 it is dramatically overpriced.
A lot of the problem is that unlike its predecessor, this Allroad does not qualify for the 5 per cent four-wheel-drive import tariff. Instead it is classified as a passenger car and Audi has to cop a 10 per cent surcharge.
The result is the smaller, more efficient, easier-to-drive Allroad that is roughly $20,000 dearer than the equivalent example of Audi's first true sports utility vehicle, the imposing Q7.
Go figure. Audi has and it reckons there will only be about 100 buyers a year for the Allroad.
For their substantial investment, Allroad buyers get a five-door, five-seat close relation of the A6 Avant range of station wagons. An important distinction is the Avants are offered only with petrol engines, whereas the Allroad has much the same 3.0-litre turbo-diesel engine as fitted to the Q7.
The engine's outputs are distributed permanently to all four wheels via Audi's quattro system. A mechanical self-locking centre differential, it is appropriate for snow and beach cruising rather than serious off-roading.
Underpinning the Allroad is Audi's four-link front and trapezoidal link rear suspension, including a five-mode air-suspension system that offers driver and automatic control.
The Allroad features Audi's imposing new single-frame grille - it's a love-hate thing. Inside it's all about luxury and technology. Leather, real wood and aluminium fittings are assembled to Audi's usually high standard, while MMI is one of the best in-car computer systems because it is quite simple and intuitive. There is also an electric park brake.
Everything falls neatly to hand, the front seats are almost perfectly shaped and rear passengers will have no space dramas unless they are ruckmen. The fifth (middle rear) passenger draws the short straw - or is hopefully just short - because of the high transmission tunnel.
But there's also an air of brevity about the equipment list considering the price. Climate control, six-CD audio, cruise control, a trip computer and powered front seats is a short highlights reel. Surely, xenon headlights, satellite navigation, metallic paint and mobile phone preparation should be standard.
Then there's the traditional European penchant for offering a temporary spare tyre for a vehicle that is intended to at least lightly caress surfaces beyond the black top.
The Allroad's safety manifest is of a far more impressive standard, offering the full suite of airbags, traction and stability control, ABS with EBD and BAS, reverse parking sensors and tyre pressure monitoring. No reversing camera, but it is on the options list.
It would be quite handy, too, as the Allroad has long overhangs front and rear, making it more challenging than you might suspect to place accurately in a parking space.
Otherwise, the Allroad is a great argument for a lower centre of gravity than high-riding soft-roaders such as the Q7. It is nimble and accurate rather than vague and ponderous. Sure, it's steering is pretty much feel-free, but there is no fog - or intimidation - here.
On the other side of the dynamic equation, the air suspension provides a pretty amenable ride quality on its automatic setting. On dynamic it lowers and firms and tends to crash on rougher roads. When set to comfort, the Allroad can take a while to settle after cresting a big lump such as a humpback bridge.
More impressive is the Allroad's drivetrain. The all-alloy 3.0-litre turbo-diesel V6 is a technical jewel, with double overhead cams, 24 valves, a variable geometry turbo, intercooler, common rail direct injection, piezo injectors and a diesel particulate filter.
There is more than ample response, from basically 0-4000 rpm. That means overtaking and hills can be tackled confidently, while the suburban stop-start is also accomplished smoothly. Keys to this are a 450 Nm torque peak delivered between 1400-3250 rpm, the engine's quick-revving nature and the excellent ZF auto.
Slurring through its six gears, it removes lag-induced bumps and lumps from the delivery, making this one of the nicest examples of the turbo-diesel breed around. It is quiet as well, although that's as much a tribute to the hushed cabin as the engine.
Audi officially claims the Allroad will average 8.8 L/100 km, while we ended up at 11.0 L/100 km after a week of widely varied driving. So it's not only liveable, it's quite frugal.
It helps make the Allroad look like a pretty good deal, until you remember the price.
It simply is too expensive compared with its in-house soft-roader opposition, let alone what's in rival car yards. It's a car that makes sense, but doesn't add up.
What's it got?
Leather upholstery, climate control, Datadots security system, roof rails, six-CD audio, cruise control, trip computer, luggage area rail system, powered front seats.
What's missing?
Xenon headlights, reversingcamera, satellite navigation, full-size spare tyre, mobile phone and iPod preparation, alarm, metallic paint.