With their sophisticated chassis, the new Audi A6* and A6 Avant* combine tremendous athletic talents with luxurious comfort – from a dynamic pace to composed cruising. The front axle is a construction with five aluminum links per wheel that can handle longitudinal and lateral forces separately. An integral subframe made of high-strength steel serves as the backbone of the suspension, which has a track of 1,627 millimeters (5.34 ft).
The Audi track-controlled, trapezoidal link principle is used for the rear axle, which has a track of 1,618 millimeters (5.31 ft). The links here are also made of aluminum. Two hydraulically damped bearings join the steel subframe to the body. As with the front axle, the wheel carriers and pivot bearings are made of aluminum and the stabilizer bars are hollow tubes.
The business models from Audi roll off the assembly line with a sportily balanced steel-spring suspension as standard. A sports suspension that lowers the body by 20 millimeters (0.8 in), and the S line sports suspension, which lowers the body by 30 millimeters (1.2 in) are available as options. The latter and 19-inch wheels comprise the S line sport package.
The efficient electromechanical power steering has a 16.1:1 steering ratio. Its boost depends on the current speed. The steering works in conjunction with the optional Audi active lane assist and park assist systems. For models with engines producing at least 200 kW (272 hp), Audi offers the optional dynamic steering, which uses a superposition gear to vary its boost by roughly 100 percent, primarily as a function of speed. At the cornering limit, it countersteers with minuscule impulses. The result is improved handling and driving safety.
The Audi drive select dynamic handling system is standard in the new Audi A6 and A6 Avant. This system enables the driver to switch the operating mode of the engine, automatic transmission, steering and other systems between the modes comfort, auto, dynamic, efficiency and individual. A number of optional modules are available depending on the engine version, such as the sport differential, dynamic steering and the adaptive air suspension.
The air suspension with controlled damping provides for smooth rolling. In the front suspension struts, air springs enclose the shock absorbers; these components are separated in the rear suspension. A control unit adjusts the shock absorbers according to road conditions, the driver’s style, and the mode chosen in Audi drive select.
At speeds of more than 120 km/h (74.6 mph), the adaptive air suspension will lower the car by ten millimeters (0.4 in). On uneven driving surfaces, it can raise it by 20 millimeters (0.8 in). The air suspension is also used to level ride height. The CDC continuous damping control complements the work of the air suspension perfectly. The control unit adjusts its function for each wheel individually in milliseconds. Electromagnetically actuated valves control the flow of hydraulic fluid through the shock-absorber piston.
The new Audi A6 and A6 Avant come standard with 17-inch wheels. Audi and quattro GmbH offer 18 different alloy wheels, including nine new variants. They range from 18-inch (standard on the 3.0 TDI clean diesel biturbo) and 19-inch models to wheels in the size 8.5 J x 20. All tires have been optimized for rolling resistance, with some available as run-flat versions. A repair kit and tire pressure loss indicator are standard; an ultra-compact spare wheel is optional.
Lightweight construction: new brakes for powerful engine variants
All front wheel brakes are internally vented, and at up to 356 millimeters (14.0 in) in diameter guarantee ample stopping power. Models with engine outputs of at least 160 kW (218 hp) are equipped up front with a newly developed brake system with fixed aluminum calipers and weighing three kilograms (6.6 lb) less than the previous component. The electric parking brake is integrated into the rear axle.
Electronic Stabilization Control (ESC) also boasts numerous enhancements. Activating sport mode will largely deactivate engine intervention and somewhat minimize braking intervention. In front-wheel drive models, torque vectoring – an ESC sub-function – improves handling during fast cornering by slightly braking the inside front wheel that is subjected to a reduced load.
The equipment, data and prices specified in this document refer to the model range offered in Germany. Subject to change without notice; errors and omissions excepted.