What kind of distribution system does the Audi A6 C4 have? Second hand: Audi A6 C4 – High-quality bodywork and sophisticated electronics

The Audi A6 C4 is a direct competitor to the Audi 100 as an ideal used car purchase, since these cars not only belong to the same class, but even look almost like clones. But there is a significant difference between the models, which everyone who is considering the A6 as a candidate for purchase should be aware of. By the way, when choosing between “weaving” and A6, they often prefer the first option, citing the fact that it is simpler, so you don’t have to worry about electronics. We will figure out why it is worth purchasing the A6, what are the advantages of this model over its brother.

Body

In terms of bodywork, due to its later release, the A6 is more reliable. The anti-corrosion coating here is clearly more successful. Therefore, much smaller areas of the car are captured by rust, and the paint looks much fresher. Traditionally, when choosing, you should pay attention to the following problem areas: arches, sills, luggage compartment, fenders, doors, including luggage compartments.

You also need to focus on the racks in various sections of the car, since they are difficult to replace due to the very structure of the body and the complexity of welding work. The good news is that due to the really high-quality metal and the same galvanization, rust spreads slowly, so if you buy an A6 for a couple of years, then you can not even pay attention to small traces of corrosion, using it only as a reason for bargaining.

A big surprise may be that instead of a monolithic machine, you will find a real designer in front of you. Due to the fact that welding one body from 2 or even 3 different cars of a given brand is not so difficult, it is important to pay attention to all the seams of the car. If you see large non-factory welding marks, then it is quite possible that the A6 suffered in a serious accident, after which it was assembled from a variety of “donors”. You should definitely check the VIN number on the car body and in the center of the engine shield. Fortunately, this placement protects the room quite well, because there it is practically inaccessible to damage and corrosion. Naturally, the numbers must match, otherwise big problems will await you.

It should be noted that the body structure has been significantly strengthened; the car has become more durable, can withstand physical impact more easily, and passenger safety has increased. Also pleasing is the refinement of the racks and supports, improved absorption of vibration and noise. All this makes the car more reliable and convenient compared to the 100. And if we add to all the advantages the steel body, which has simply phenomenal survivability, then the A6 can safely be called an ideal candidate when choosing a used car. The main thing is that your “candidate” is in as good condition as possible, without the need to purchase any additional body parts or optics. Thus, original spare parts are practically impossible to find, they are expensive, and analogues made in China will clearly not please you with quality.

Salon

The interior of the A6 C4 looks quite modern even today. All thanks to a thoughtful design and really high-quality cladding materials that are well preserved with proper care. There is also a well-thought-out arrangement of airbags, much more advanced than its predecessors. Almost all A6s, unlike the 100, can boast air conditioning, climate control, power windows, and other signs of progress. Of course, due to old age, the systems may not work very correctly, but this will not cause all the options to fail, since almost all of them are independent of each other.

The only problem can be the abundance of gearboxes, which often wear out the sensors, causing them to work incorrectly and then stop functioning altogether. Unfortunately, the location of the gearboxes complicates preventive maintenance and lubrication, so they often have to be replaced, which is far from easy due to a shortage of parts. Problems with climate control can also be called a traditional problem. They are usually minor, but can still cause discomfort to the owner.

By the way, you can diagnose many of them yourself, without additional equipment, thanks to a well-thought-out control system. As a result, it cannot be said that you can count on perfectly working interior electronics, because the age of the car makes itself felt, but it is quite possible to find a car with minimal problems.

Electronics

The total introduction of electronics into all car systems has become a distinctive feature of the A6, and this clearly benefited the car. It has become much more functional, comfort and safety systems, immobilizers and other miracles have appeared. But, of course, all this required a more complex design and an increase in the amount of wiring, which, given its advanced age, does not make itself felt from the best side.

The main “disease” can be called the electrician responsible for engine control, door wires, and wiring under the hood, but these problems do not require large expenses. It is worth noting that in terms of electronics, the “hundred” is not such a problem, because the wiring on it is much simpler, but the functionality is much more modest. If you love comfort, then this is another reason to choose the A6 C4 and not the 100.

Suspension, brake system and steering unit

In terms of brakes and ABS, the A6 also wins, despite the fact that both models are relatively problem-free in this regard. But due to the fact that the A6 C4 is newer, wear on this car is less, which gives greater reliability. Of course, all this is only true during normal maintenance, because if the car has not been cared for, then the pipes and hoses will certainly rot, the calipers will jam, and there will be no need to talk about any reliability. Problems with ABS are usually caused by the age of the car, because the wiring often requires re-soldering by specialists or its complete replacement due to broken contacts.

Definitely the strong point of the car is the suspension, which can go through any tests if you take care of it. Front-wheel drive cars boast the vaunted MacPherson strut at the front, and a beam is installed at the rear, which never causes problems. The anti-roll bar is used as a front link, which only adds to the reliability of the system. He may have problems only with silent blocks, but this may only affect comfort, but not the practicality of the suspension.

The steering unit also cannot be called problematic, because everything here is simple and reliable. Problems traditionally can only occur with the rack, which fails solely under the influence of time. The same can be said about the power steering, because here wear concerns leaks in the tubes, as well as corrosion of various parts of the system, which is explained exclusively by long-term operation. We recommend thoroughly inspecting the power steering for leaks, since eliminating problems can require considerable costs.

Transmission

Both front-wheel drive and all-wheel drive A6s rarely have any problems with the transmission, since the system in these cars is truly reliable. Problem areas include CV joints, which require additional attention and regular maintenance. Well, in 4x4 cars, in addition to the above, you need to often change the oil in the center differential, and CV joints are also added to the rear axle. But, if the car has been looked after regularly and efficiently, then none of the parts of the system will cause you significant trouble.

Cars with “mechanics” have practically no weak points, except perhaps the clutch and flywheel of the dual-mass type (although the latter has already been replaced with a standard one in almost all cars). Of course, if the car has a lot of mileage, then it is advisable to properly service the entire box: disassemble, clean, lubricate, etc. Usually, only cars with powerful cars have questions about the transmission, but if you want to take an A6 C4 with a 2.6 or 2 liter engine, then you don’t have to worry at all, because due to the lower torque, the transmission system is practically not susceptible to negative influences.

But the “automatic machines”, which in the 100th model were represented by the ZF 4HP18, which did not cause any complaints, in almost all versions of the A6: were replaced with a system manufactured by Audi itself: 01N. Both gearboxes are highly reliable, which is why cars with automatic transmissions were so popular; their weak point can only be called differentials. But if you buy an older car, then this reliability becomes rather a minus. The fact is that the ZF 4HP18 and its later brother work normally even when half of the system has failed or turned into dust.

For 01N this is, to some extent, not so relevant, since many parts there began to be made of plastic, as a result of which the need for replacement became more frequent. But, still, if you buy an A6 C4 with an automatic transmission and the gearbox is still working, this does not mean that you can relax. You should immediately go to a workshop and have the automatic transmission properly serviced. Then you can enjoy the excellent performance of the gearbox with peace of mind, knowing that it is fully operational and serviced. Fortunately, repairing both automatic transmissions is not too expensive. In addition, there are good analogues. For ZF 4HP18 it is possible to replace it with a more modern 5HP19FL, and 01N can be easily changed to an automatic transmission from Volkswagen, which is still common.

Engines

Almost all A6 engines were inherited from Sotka, but they were clearly better preserved due to their greater freshness. The weak point of the motors can be called hoses, which, if not replaced on time, lead to serious damage to the motors. The hardware itself is excellent, so engines are often quite well preserved even today.

Thus, eight-valve two-liter engines are quite good and reliable; they rarely require significant repair work when purchased. The 2.3-liter five-cylinder engine is much more problematic, and also very outdated, which is why you may even have problems with repairs. The best option is the 2.6 and 2.8 liter V6 engines. With them, you only have to think about replacing the timing belt; everything else is quite reliable and modern. In addition, these engines do not require much fuel at all, which is also a huge advantage.

New for the A6 C4 are 2 petrol engines: V6 1.8 and 2.6 liters. They remained relevant for Volkswagen and Audi cars for a long time, so there will definitely be no problems with their maintenance. The disadvantage of such engines is that they oil up quite quickly, so they need good care, but they will delight you with excellent speed and good dynamics. Diesel engines were also not left without updating, as 1.9 and 2.5 liter engines appeared. They have a tremendous resource, but problems with repair work may arise due to the low popularity of diesel engines in Russia.

Conclusion

As a result, we can say that the Audi A6 C4 is an excellent car that you can safely buy used. At the same time, it retained the advantages of “weaving”, “refreshed” them and supplemented them with more modern solutions. But you need to be very careful when choosing a machine, since a high resource can hide from you big problems in various systems. Research the car thoroughly before you buy, and then you can get a really good used car!

At first glance, the A6 C4 is just a “restyling hundred part”. It is very difficult to distinguish one from the other, given the presence of various “transitional” series and many independent alterations. But appearances are deceiving.

Why buy an A6 instead of a 100?

Many people quite consciously, when choosing between the Audi 100 and A6, choose the first one, because it is a little simpler in terms of electronics. It has a smaller list of additional equipment, and automatic climate control is less common. But the A6 also has its advantages, and it’s not just its younger age.

Cars after restyling are a little better designed in terms of anti-corrosion treatment. Practice shows that on “sixes” corrosion usually covers smaller areas and is easier to treat, and the paint retains its shine better, although this does not protect against “bugs”. The body itself has become stronger - changes in the power structure are not very noticeable from the outside, but the thickness of the metal has increased, and in some places the number of layers has increased. As a result, the car began to withstand accidents noticeably better.

Changes in the body structure were also important for the introduction of airbags, which are useless if the engine shield and steering column are too flexible. Accordingly, these details were seriously modified.

The car has also become significantly quieter. The A6 has different engine mounts, a slightly modified noise and vibration insulation scheme and other nuances that really work - it’s more comfortable inside.

Small changes to the suspension make the car more responsive. New engines appeared: the first sign of the “downsizing” engines of the 1.8 ADR series and the then new 2.8 ACK engine introduced a new stream into the line, which had been established since the days of the C3 body.

Yes, in the end this is not a completely new car. And yet the differences are so significant that we will devote a separate article to the first A6. Even two - in the first we will study where the weak points of the body have shifted after its modification, and we will also evaluate the complicated electrics.

Body

will be dedicated to the changed chassis, transmission and engines.

The bodies of these cars were prepared for a very long life. German manufacturers made a big mistake by creating a steel body that could withstand time for such a long time. Even now you can find a car that has driven 500 thousand kilometers across Russia, with the body in quite decent condition.

Of course, most of it is already somewhat rotten, because galvanizing is a local protection technology, and the zinc layer has a limited mass. So in places where there was long-standing damage and moisture accumulation, it ended long ago, and the steel turned to dust. But if the owners were vigilant, then there is a good chance that the body will be fine. Compared to the Audi 100, the car definitely wins. Partly due to its slightly younger age, but most likely, improvements in painting technology play a major role.

The chances of the body being in better condition are higher than that of its predecessor, but you shouldn’t expect miracles. The machine must be checked, and special attention should be paid to places where restoration is difficult due to the complex configuration of welded parts. This is the area of ​​the engine shield, A-pillars and B-pillars, the floor in the fuel tank area and the rear suspension.

Surprises are possible, and in addition to corrosion, you can also find traces of restoration after serious accidents. These cars are among those that were often assembled not even “from two,” but literally “from three,” so special attention is paid to non-factory seams. The problem with them is not so much the weakening of the body - it is still quite simple in design and made of simple steels that weld well.

What's worse is that the recovered car may have a criminal record. The A6 was stolen often. They were coming from Europe at a time when, a couple of months after registration, a car could be found in the Interpol database. The first increase in customs duties in the late nineties - early 2000s just gave rise to a surge in such criminal activity.

The VIN is located in a good place, on the engine shield in the center, here it is well protected from corrosion and rarely rots. Usually - after “experts” who rub it with sandpaper after unsuccessful touch-ups. Few people, when creating a “designer”, welded the entire motor shield, but unpleasant oddities do happen. For example, stickers with the VIN number of the “donor” were found in the back. Right during the inspection at the MREO, after which the car was sent to an eternal impound lot as evidence in a case of theft and forgery of documents.

If the car is not considered as a companion for many years, small pockets of rust can be ignored. Any corrosion occurs slowly on the A6, for which we should thank not only the galvanization, but also the high quality of the metal. To drive for six months or a year without unnecessary investments, it is enough that the floor is free of holes and there is no obvious rust at the suspension mounting points.

But restoring a cheap and well-rotten car to normal condition can be difficult. Original spare parts are not always available, many elements are missing, a number of parts will only be available used from donors. The matter is complicated by the fact that most of the A6 C4 body elements are suitable for “one hundred”, which rot faster, and the demand for parts is high. For example, on the door.

New Chinese elements are often of a quality below all reasonable standards and are not recommended for purchase. In any case, you should take them only after “trying them on” and monitor the thickness and quality of the metal.

Optics and body plastic are inexpensive, but it is still advisable to look for a car that is as complete as possible. Again, there is little hope for Chinese analogues, and a lot of things will have to be bought in the Baltic states, where the Audi 100 and A6 C4 were very popular.

Salon

The A6's interior still looks good. And the materials were not bad, and the design did not disappoint. Plus, unlike the “hundred”, there are almost no very simple configurations, fewer and frankly dead cars. But the interior equipment is much better, there are more cars with “electrical package” - power windows, power mirrors, electric driver’s seat, automatic climate control and other pleasant little things.

But the main change is that the car was massively equipped with driver and passenger airbags, as well as front seat belt pretensioners. No Top-ten, only pyrotechnics. Due to the advanced age of the machines, the equipment sometimes malfunctions, but there is nothing particularly important in the electrics, all systems are independent of each other, and it is unlikely that the machine will stop or refuse to work because of this.

Often the central locking pneumatic drives and compressors, various buttons and levers do not work well, but all this is cheap and easy to fix. But failures in the climate system can seriously spoil the blood. Now not only the fan can break, but also the damper gear motors. The flow direction dampers especially often fail - they are separate here: on the legs, on the center and on the glass.

Inside the gearmotors there are position sensors, gearboxes themselves and motors. Unlike stepper motors of newer climate systems, this design is more reliable and does not break the dampers. But over time, the sensors begin to fail, and the high gear ratio of the gearboxes provokes wear. It is worth monitoring the presence of lubricant and the absence of dirt in them. Unfortunately, it is not so easy to remove these parts for maintenance, so it often ends in replacement. As a result, parts are in short supply.

In addition, pneumatic drives break down and the climate control control unit fails. In the unit, soldering or display contacts are most often broken, and sometimes the board itself is broken when the buttons are pressed hard. Most typical faults are not too difficult to treat. Well, the last thing that can break in the climate control system is the coolant and air temperature sensors.

By simultaneously pressing the recirculation and up arrow buttons, the system diagnostic mode is activated, and you can view climate errors and parameters related to other vehicle subsystems. For example, the temperature of the coolant in the engine and in the “stove” circuit, the speed of the machine, and so on.

The list of parameters is quite large; I will not list it in the article, but it can be easily found on the Internet. Even without it, you can find the reason for the poor operation of the climate system. But repairs are more complicated: spare parts are not always available, and finding the cause of an error or change in some parameter is not always easy. The climate system itself was installed on A4 B4 and B5, and on some, but it is on A6 C4 that it is most often found.

Let's face it, it's unlikely that you'll be able to find a car where all the interior equipment works perfectly. But there are not many critical faults that will have to be fixed at a high cost. In addition to the climate control, it is worth paying attention to the functionality of the wiring and airbags, the condition of the steering column, the steering column switch block and the dashboard. The rest is cheap little things.

Electrics

A qualitative change in the operational characteristics of the machine occurred primarily due to the mass “electrification” of machines. This required significantly more complex wiring and an increase in the number of control units. Immobilizers, airbag control units, a full-fledged comfort unit and similar elements appeared. And the number of all kinds of relays has increased. The number of failures on machines twenty years old, of course, greatly depends on the complexity of the systems and the number of blocks. And the price of repairs differs significantly from simpler structures.

Mostly the wiring under the hood and in the doors suffers. The price of such repairs is not too high; in comparison with newer cars, its electrical system is not super complex, it does not require the use of a dealer scanner for diagnostics, and does not have software “glitches” and other delights of cars of the second half of the 2000s. But, nevertheless, the owners note that electrical costs are several times higher than those of “hundreds”, all other things being equal. But for all good things you have to pay - in this case, not too much yet.

Naturally, the number of problems increases noticeably on cars with corrosion and a damp interior, as well as after large-scale body work or engine work. Well, no one has canceled the wear and tear of the main wiring components: the starter, the generator, as well as various “small things” in the form of microswitches, buttons and drives.

And of course, the electrics of the motor control system are also a sore spot. The A6 was equipped with both the in-line “five” of the AAR series and the capricious “four” of the ABK and ACE series. The difficulties are the same as on Sotka, and... And on newer engines the electrics are completely different, more reliable - this is another reason to choose the A6 C4 instead of the 100.

What's next?

As promised, we will talk about typical problems with the chassis, engines and transmissions. Was the transition to Volkswagen's own automatic transmissions beneficial? How do 20-valve inline-fours, progressive by the standards of the 90s, perform as they age? Details coming soon.

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Without going into details, we can assume that the Audi A6 C4 is an updated version of the popular Audi 100 model, but taking a closer look, numerous differences immediately become visible. What to choose and why the choice may fall on a more complex version of the car, we will look into this material.

Formally, the Audi A6 C4 model was produced for only 3 years and became a transition point in the further development of cars from the German brand. Unlike its ancestor of the “hundredth” series, the car had a higher cost, but was also equipped with a large set of additional options. If a hundred square meters of the early 90s could be bought in an “empty” configuration, which did not even have front electric windows, then the updated generation was already equipped with an electrical package with a climate system in the basic configuration, which distinguishes it favorably from its predecessors.

Many people quite consciously, when choosing between the Audi 100 and A6, choose the first one, because it is a little simpler in terms of electronics.

What surprises most is the wide range of power units that were installed on cars. Apparently, the company expected the model to have a long life on the assembly line, but modern trends forced the car to be updated again quickly. Therefore, on the secondary market you can find copies equipped with diesel units with a displacement of 1.9 and 2.5 liters, which could develop up to 90 horsepower in the first version (which is very small for a heavy car) and 115 or 140 horsepower (a larger engine offered in two versions). Without going into details, diesel units can rightfully be called million-dollar engines.

There is a greater variety of gasoline engines, and all of them are worthy of attention. The units for the reviewed model included two-liter engines with a power of 115 horsepower (there were versions with a power of 100 horsepower), a 1.8-liter engine with 20 valves, capable of developing up to 125 horses. The car was also equipped with three modifications of the V6 gasoline engine, which had a volume of 2.6 and 2.8 liters, developing 150 and 174 or 193 horsepower, depending on the modification.

In addition, for lovers of a large number of horses, the company produced car models with the S6 index, which were equipped with powerful V8 engines with a displacement of 4.2 liters, and the developed power reached up to 280 horsepower, and in the S6 plus version - up to 326 horses. But the latest version of the car is a rare example on the secondary market.

Condition and quality of the body on the Audi A6 C4

Anti-corrosion resistance is the main strength of the model, because... the body is completely galvanized.

Compared to its predecessor, the car is qualitatively superior in terms of the condition of the body, not only because of the quality of steel and galvanization, but also due to the quality of the paintwork. But given its age, the car still needs to be checked with special attention. As always, the main areas of rust are the front arches, the edges of the doors and the edges of the trunk lid, as well as places hidden by moldings and plastic linings.

When choosing a car, you should consider several factors that will influence your choice. The fact is, if the purchase is intended for temporary use, then you do not need to worry about a few pockets of corrosion that spread very slowly, but if you are buying a car for a long time, then you should look for a car in better condition. Restoring damaged items or replacing them can be a real challenge. There are not many original body parts on the market, and finding them can take a lot of time, because many body parts fit the Audi 100, which has a less resistant body. Therefore, all body parts are snapped up very quickly, and cheap Chinese analogues are frankly of low quality.

Interior quality and condition

Surprisingly, the interior design still looks relevant and respectable. At the same time, the quality of the materials used to decorate the interior space is of high quality. Therefore, most copies can boast a fairly fresh appearance, subject to careful handling by the previous owner. In addition, the Audi A6 C4 did not have any frankly “empty” configurations. The presence of electric windows, electric adjustment of side mirrors, electric seat adjustment and climate system is commonplace.

There are no complaints about the quality of plastic parts and finishing materials - even on cars from the first years of production they look good.

The main problem with a used car will be climate control, which often fails for various reasons. Most often, the fan and gear motor of the damper drives break down, in which the damper position sensors may break. In addition, due to the age of all elements, the climate control unit itself may fail. In most cases, the soldering is broken or breaks are formed in the tracks on the board. Sometimes it is possible to restore the board in workshops, but a complete replacement of the electronic unit may be required.

Thanks to the wide range of adjustments of the driver's seat, people of different heights and builds can sit comfortably behind the wheel. All chairs are comfortable.

What is most surprising is the built-in system for diagnosing and monitoring the performance of various vehicle systems. At the same time, calling this system an on-board computer is a stretch. Rather, this system is similar to a scanner using the OBD II protocol; with the help of such self-diagnosis, you can easily identify non-working elements of a particular system, view emerging errors and data from numerous sensors.

To be fair, finding a copy with fully working electronics in the cabin is a hopeless endeavor. Most breakdowns can be easily fixed, but before purchasing you should pay close attention to the performance of the climate control, instrument panel, airbags and steering column switches. Any malfunction may result in a discount.

Electrical quality and condition

Again, given the car's twenty-year age, you can expect various surprises from the wiring and electronics. Moreover, all problems are aggravated by handicraft repairs, which many owners of old cars resort to, but several main sources of problems can be noted. First of all, the wiring under the hood suffers, where it is exposed to constant temperature changes. The second place is the wiring in the doors.

The youngest A6s are already fifteen years old, and electrical faults are not uncommon.

The Audi A6 C4 is representative of how the quality of modern cars was truly meant to evolve. The fact is that all the innovations only benefited the comfort of the car, but also extended its service life. What cannot be said about modern cars, which, for the sake of dubious environmental standards, as well as even greater earnings for automakers and dealers, can only last for a warranty period without expensive and serious repairs.

It is noteworthy that the car’s suspension is made according to a simple design, the rear part of the suspension consists of a beam, which does not require any adjustments or frequent repairs, and the front suspension is made according to the MacPherson linkage design with a stabilizer bar. At its core, the suspension is very reliable and repairable, so there won’t be any special problems with it. The only thing to expect is age-related or resource problems in many elements at once, which can entail large costs. But a restored chassis will delight you with inexpensive and infrequent maintenance (except for the stabilizer struts, which begin to make noise after 20,000 - 30,000 km).

The energy-intensive chassis not only smoothes out the unevenness of our roads, but also provides the car with confident movement at high speeds.

The same applies to the braking system along with ABS, which are quite reliable and resource-intensive, but age could affect the brake hoses and pipes. In addition, irresponsible owners who did not maintain the car could cause the calipers to completely jam. Therefore, before purchasing, you should conduct a full inspection of the entire brake system and check the functionality of the ABS electronic unit.

The steering is also reliable, but everything depends on its 20-year age and the depletion of the service life of many elements of the car. Therefore, a constantly leaking hydraulic power steering system, burst high-pressure hoses, or a knocking sound in the steering rack are a common situation on vehicles offered for sale.

Transmission quality and condition

The car was equipped with a manual transmission with a dual-mass flywheel and two versions of four-speed automatic transmissions. At the same time, for front-wheel drive modifications, a transmission developed by Volkswagen was used, with the serial designation 01N, and for cars with the proprietary quattro all-wheel drive system, a transmission from ZF was used - 4НР18.

Audi's strong point is all-wheel drive quattro versions, which were also presented in the 100/A6 family. Note that they occur quite often among us.

It is worth recognizing that the manual transmission has traditionally turned out to be reliable and is capable of working for many more years. But you will have to replace the dual-mass flywheel, if it has not already been changed, and carry out maintenance by changing the oil, oil seals and checking the synchronizers and bearings. At this point, you can forget about the mechanics for another few hundred thousand kilometers, you will just have to change the clutch, which can last up to 200,000 km with a calm driving style.

Automatic transmissions are no less reliable when compared with other cars that are equipped with automatic transmissions. Naturally, not a single automatic transmission can compete with a manual transmission in terms of maintenance cost; the main principle of mechanics comes into play here - the simpler the unit, the more reliable it is.

It is also worth noting that the automatic transmission from ZF, purchased for the Audi A6 C4, has already been tested for many years and has received a number of upgrades. Therefore, it can serve as a kind of reference model for reliability for all automatic transmissions. This is also confirmed by the fact that these transmissions were installed on all-wheel drive versions of the car with a heavier load.

But proper maintenance and careful operation allowed the box to be used for 400,000 km before the first preventive maintenance with the replacement of oil seals, rubber bands, some clutches and gas turbine linings.

The box itself is relatively easy to maintain and repair. Therefore, having purchased a used A6 C4, it is advisable to contact the experts for repairs and subsequent quiet operation of the car.

With proper operation, including changing the oil every 70 thousand km in manual and automatic transmissions (together with a filter and oil pan gasket), gearboxes can last quite a long time without serious problems.

Things are a little simpler with the automatic transmission that was equipped with the front-wheel drive version. It was specially designed as a low-cost and simple unit that can be repaired in simple conditions and without highly professional equipment. Moreover, this unit does not allow operation without regular maintenance.

Approximately, at a mileage of 200,000 km, you have to do deep maintenance, during which it is necessary to replace the gas turbine linings, clean the valve body, check the oil pump and change all the rubber seals and gaskets.

In addition to the gearboxes themselves, you will have to monitor the condition of the proprietary quattro all-wheel drive system with a limited-slip differential "Torseon". But it is worth recognizing that this system went through all the necessary testing back in the early 80s, and reached our model in fully operational condition. Despite excellent reliability, the all-wheel drive version is slightly more expensive to maintain, mainly due to the more complex multi-link rear suspension design.

Quality and condition of power units

For our operating conditions, 2.0 liter engines can be considered optimal, of which there were two in the power range of the Audi 100, with a power of 101 and 115 hp.

Two-liter engines are distinguished by their simplicity of design and reliability. The only negative is the Digifant fuel injection system on engines of the later ABK series. This system is more complex in design, and provides virtually no power advantages, especially considering that the cost of new elements is noticeably higher. There is nothing more to say about two-liter engines; they are no different from similar in-line engines with four cylinders and eight valves.

In principle, the 2.3-liter five-cylinder engines do not differ from previous units in terms of reliability, but another complex injection system with proprietary modifications and some innovations of that time is already used here. The problem itself is that a long period of operation renders the entire injection system unusable, and repairmen for outdated and complex equipment cannot be found. Therefore, most cars with this engine are equipped with LPG, which is not intended to save money, but to replace the standard fuel system.

In addition, motors often have problems with electronic control units and numerous sensors, the cost of which exceeds reasonable limits. Therefore, our “Kulibins” have become adept at installing control systems from domestic cars, which, by the way, has a positive effect on the operation of engines.

The small-volume 1.8-liter engine also performed well, which has a piston group resource of up to 500,000 km, and the engine power allows it to compete with the 2.6-liter V6 engine. At the same time, the unit features more modern control electronics, and, accordingly, a more rational use of the engine’s capabilities. But it is worth considering that this unit is more sensitive to the quality of engine oil and its pressure. Therefore, you will have to constantly monitor oil consumption and regularly change the oil every 10,000 km. When replacing the timing drive, you should pay close attention to the condition of the chain and tensioner. At the same time, the cost of the tensioner is high, but you will have to pay for the original spare part. Cheaper analogues last no more than 30,000 - 50,000 km, while the original easily lasts up to 200,000 km.

The best diesels are 1.9 TDI. But buyers often prefer the 2.5 TDI version. Despite the “tricky” direct injection system, this engine lasts quite a long time.

But there is nothing special to say about diesel engines; diesel engines turned out to be very successful and can easily survive to this day without the need for major repairs. But as some owners note, a 1.9-liter engine with a power of 90 horsepower cannot provide a heavy car with the necessary dynamics.

The demand for the Audi A6 C6 series is high: if the car is in good condition, it sells very quickly. Most of the copies on the Russian market are imported from Europe, the rest are from the USA or officially sold in Russia. In Europe, the A6 C6 was the best-selling car in the segment for three years in a row from 2005 to 2007, with a turnover of approximately 120,000 units per year.

Regarding copies from Germany, you need to understand that the Germans got rid of “good” Audi A6s for two reasons: after a serious accident or because of high mileage, reaching 300,000 km. Annual mileage of 50,000 km is common in Europe. Honest owners of auto commission shops argued that buying an A6 in Germany from the first owner for resale is unlikely. Such copies are very expensive and do not provide an opportunity to make good money. One of the used car dealers admitted that the procedure for resetting the odometer is par for the course, and it is more difficult than in the previous version, but easier than in the BMW 5 E60.

Body and interior

The organization of the interior space can only be described in one word – amazing! As a result of the engine being located in front of the front axle, and not behind it, deep in the body, as in a BMW, it was possible to obtain a huge interior size. The disadvantage of this arrangement is the large front overhang, which is why many drivers damage the front bumper when parking near high curbs.

The A6 has the largest trunk in its class - 555 liters, while in the BMW it is 35 liters smaller, and in the Mercedes it is 15 liters smaller. The shape of the Audi trunk is more correct. There was room under the floor for a full-size spare tire and a battery mounted on the right side.

In the case of Audi, there is no need to be afraid of rust. Cars from Ingolstadt are famous for their good corrosion protection, “double galvanized” sheet metal. The body elements of the front part of the A6 C6 are made of aluminum, like those of the BMW 5 Series E60. If during inspection “red spots” are found, especially on the hood, fenders and trunk lid, then you can be sure that the car has had accidents in the past. It was the hood and wings that were originally made entirely of aluminum, which is not susceptible to corrosion. Often, after damage, cheap alternative replacements made of heavier sheet metal are installed. However, recently traces of corrosion can be found in the area of ​​the thresholds.

Chassis

Aluminum parts are also used in the suspension. For example, front lower wishbones. The suspension has a complex multi-link design, which is common for this class. However, the chassis elements wear out too quickly. Front levers, as a rule, have to be rebuilt every 100,000 km (from 17,000 rubles for a set of levers). The rear levers last up to 200,000 km. Front wheel bearings may become noisy after 100-120 thousand km.

As options, the A6 offered air suspension with the ability to change ground clearance (included in the basic equipment of the Allroad model). The air suspension is more reliable than the Mercedes analogue, but do not forget that when it comes to replacing shock absorbers with built-in pneumatic elements, the service will issue a five-digit invoice - 70-80 thousand rubles. System failures are often caused by rotten wiring (about 8,000 rubles). If you move for a long time with a faulty pneumatic system, the compressor and valve block may fail (over 23,000 rubles).

The Audi A6 can surprise you with its very effective brakes, but the front brake discs and pads wear out their service life quite quickly. And the replacement costs will certainly disappoint you. An electric parking brake was included as standard equipment. Its malfunctions are common (usually due to wiring problems).

Electronics

The Audi A6 C6 received a large number of different electronic systems. Unfortunately, as owners age, they have to deal with minor glitches in its operation. For example, parking sensors fail (from 1,000 rubles for an analogue or 5,000 rubles for an original). Or the cooling system fan control unit fails (contacts bend).

All cars are equipped with the Multi Media Interface system - MMI for short. This is an integrated on-board electronics system with a display on the center console and a controller between the front seats. There are several varieties: 2G Basic, 2G High, and after restyling 3G with navigation, DVD and hard drive. MMI does not allow you to control as many components as iDrive in BMW. The Audi driver can only find out how soon he needs to report for maintenance. However, using the diagnostic interface, you can unlock hidden capabilities, such as determining the oil level or battery voltage. Using VAG-COM or VCDS, it is quite possible to independently change many parameters of various devices. However, without the appropriate knowledge, it is easy to cause the car to become completely blocked.

Transmission

The least stable is the Multitronic variator, which is present only in cars with front axle drive. Problems with the variator can occur after 100,000 km. Much more reliable is the Tiptronic automatic transmission with a classic torque converter, which was used exclusively in Quattro all-wheel drive versions.

Audi claims that there is no need to change the oil in the gearbox, but this is not true. Without an oil change, automatic transmissions reach a maximum of 200-250 thousand km, and Multitronic ends even earlier. It is recommended to update the oil every 60,000 km. Then the machine is capable of traveling more than 400,000 km. If you have problems with any of the automatic transmissions, you should stock up on about 100,000 rubles before going to the service center.

Quattro drive

The Quattro all-wheel drive system is available in all variants, with the exception of cars with 2-liter engines. Traction to the wheels is constantly transmitted to all four wheels, but in different ratios. The Torsen central differential is responsible for the distribution of torque along the axles. In addition, an electronically simulated differential lock is used on the front and rear axles.

It should be noted that the all-wheel drive system is very reliable. Malfunctions are extremely rare, and even then, only among those who like to “get excited”: the transfer case bearings wear out, and backlash in the tail appears.

The manufacturer claims that the transmission fluid is filled for its entire service life. But in reality, the fluid lifespan is much less than the transmission itself - a hum appears. It is recommended to update the oil at least once every 100,000 km.

Engines

The range of engines includes 20 different options, of which 12 are petrol.

In the short term, gasoline engines, especially the 3-liter, are the cheapest to operate. A common problem with gasoline units is unstable ignition coils. Owners of diesel versions face large expenses for replacing expensive equipment.

The most risky is the 2.0 TDI diesel with pump injectors. The most common defects are wear of the oil pump drive and cracking of the cylinder head. In addition, failures plagued the pump injectors and the EGR exhaust gas recirculation valve.

In 2007, the 2-liter turbodiesel received a Common Rail injection system, and the shortcomings were eliminated. However, the fuel injection pump began to cause problems. Keep in mind that the 140-horsepower and 170-horsepower versions of the power plant have many design differences. The most important of them is the presence of piezoelectric injectors in the stronger motor, which cannot be restored.

Diesel V6s cause a lot of controversy. All engines use a Common Rail injection system and a chain-type timing drive, which includes a group of chains. Unfortunately, it cannot be called maintenance-free. After approximately 150-200 thousand km, problems arise with the upper timing chain tensioner. If the chain were placed in its usual place - in the front of the engine, then replacement would not be difficult. But Audi engineers went overboard by placing the timing drive on the gearbox side. Therefore, to get to the tensioner, it is necessary to completely dismantle the engine. In the best case, you will have to pay 50-60 thousand rubles for repairs.

Some owners ignore camshaft drive chain noise, claiming that it is normal. In an advanced case, when the noise becomes too loud, the chain may jump a couple of teeth, which can lead to damage to the valves. In this case, repairs will require at least 100,000 rubles. After restyling in 2008, the problem with the tensioner was solved. However, by 250,000 km the timing chain often stretches.

Also in TDI engines there are malfunctions typical of modern diesel engines. For example, a malfunction of the intake manifold flaps that change its length. The cost of a new collector is about 30,000 rubles. In addition, the throttle assembly may fail (gear wear) or the DPF filter differential pressure sensor. After 200-250 thousand km you should be ready to replace the turbocharger.

However, there is no doubt about the durability of diesel engines. If you replace a faulty component, albeit an expensive one, you can continue driving almost forever. It is not uncommon for an A6 with a 2.0 TDI engine to run 500,000 km in 4-5 years as a taxi, and continue to work properly. However, many owners, in anticipation of large expenses, simply give up their car for little money.

Gasoline engines require less maintenance as long as they are in good condition. However, in the case of TFSI, the ignition coils, thermostat, and sometimes even the intake manifold often cause trouble. The latter disease is very expensive to eliminate. The 2.0 TFSI has complex equipment, and the simplest in design is a 2.4-liter V6 without direct injection. True, it is not without its shortcomings.

Engines 2.4, 2.8 FSI, 3.2 FSI and 4.2 FSI have problems with the timing chain drive, essentially similar to the 3.0 TDI: premature wear and difficulty of replacement (timing drive from the box side). Some experts have adapted to changing the timing chain drive of 2.4, 2.8 and 3.2 liter engines without removing the engine.

All naturally aspirated petrol units, with the exception of the 3-liter, sometimes present unpleasant surprises in the form of scuffing and, as a result, excessive oil consumption. There are several reasons: faulty fuel injectors that wash away oil from the cylinder walls; delaying oil changes; poor quality oil and lack of control over its level.

Operation and costs

A typical problem with the restyled version is burnt-out LED lights in the headlights and taillights. Apparently the engineers thought that they would last forever, since they did not provide for the possibility of replacing the LEDs separately from the headlight. Fortunately, craftsmen have learned to restore the functionality of optics by replacing burnt-out LEDs and resistors. In examples produced in the early years, the MMI system sometimes freezes. In this case, installing new software often helps. But sometimes you still can’t do without visiting a specialized service.

Unfortunately, we have to admit that the image of the Audi A6 C6 is a little overrated. Some examples are constantly plagued by malfunctions, especially cars from the initial production period. Buying a good A6 for 400-500 thousand rubles is quite possible, but it is unlikely that it will completely satisfy the owner in the future. Only cars after restyling in 2008 became more thoughtful and reliable. The worst thing is that neither low mileage nor regular visits to a dealer service station protect against many malfunctions.

Until the Audi A6 breaks down, it is difficult to find serious flaws in it. Superb finishes, extensive equipment and the most spacious cabin in its class are a real delight. The interior looks great without signs of fatigue even after two three hundred thousand kilometers. This is very pleasing to all kinds of traders who, without any fear, rewind the odometer counter back 100-200 thousand km.

Powerful engines and the Quattro all-wheel drive system add positive emotions. However, significant defects in gasoline engines are cause for concern, the likelihood of which increases with increasing mileage.

Special versions

AudiA6Allroad

The Audi A6 Allroad was produced from 2006 to 2011. All cars on the list of standard equipment had an all-wheel drive system and air suspension. The engines offered were 3.2 or 4.2 liter petrol and 2.7 and 3.0 TDI diesel. The vast majority of copies have a Tiptronic automatic transmission. The cost of the car is very high.

AudiS6 andRS6

While the S6 looked pretty decent, the RS6 introduced in 2008 was a real monster with heavily flared wheel arches. Both models used a V10 engine: the S6 with a displacement of 5.2 liters and 435 hp, and the RS6 5.0 liter with 580 hp. At first, the RS6 was only available as an Avant station wagon, but a year later a sedan also appeared.

The 5.2-liter V10 has the same basic design as the 3.2- and 4.2-liter engines. The V10 has a tight layout - adjacent cylinders are too close. As a result, the engine experiences enormous thermal loads, which contributes to the rapid aging of the oil. The use of "Long Life" type oils and, accordingly, long replacement intervals contributed to engine wear even in the first 100,000 km. The problem affected almost all copies of 2007-2008. Later, a number of changes were made, including shortening the oil change interval, but the high risk of major overhaul remained.

Specifications:

Audi S6 C6: 5.2 V10, power - 435 hp, torque - 540 Nm, top speed 250 km/h, acceleration 0-100 km h - 5.2 seconds

Audi RS6 C6: 5.0 V10 biturbo engine, power - 580 hp, torque - 650 Nm, top speed - 250 km/h, acceleration 0-100 km/h - 4.5 seconds

History of the Audi A 6 C 6

2004 – end of production of A6 C5, debut of A6 C6.

2005 – start of sales, appearance of the Avant station wagon version.

2006 – appearance of the Allroad modification (only in station wagon body with air suspension). The lineup was supplemented by the S6 with a V10 engine.

2007 – 2.8 FSI appeared in the engine range.

2008 - restyling, affecting the front and rear parts of the body. LED lights appeared at the rear. In the front part, the bumper and fog lights have been modified. Inside, a new central display was installed, the instrument panel was changed, and a new MMI 3G controller was introduced. Presentation of RS6.

2010 – RS6 production ends.

2011 – the new generation A6 sedan C7 was introduced.

Audi A 6 C 6 – typical problems and malfunctions

• - failure of the dampers in the intake manifold 3.0 TDI
• - failure of the oil pump drive in the 2.0 TDI engine
• - defective timing chain tensioner and problems with injectors in 2.7 and 3.0 TDI engines
• - failure of the pneumatic system
• - problems with the Multitronic continuously variable transmission
• - oil pressure sensor failures
• - problems with the trunk lock
• - water getting into the additional brake light of the Avant station wagon

Audi A 6 C 6 in reliability ratings

GTÜ: Cars under 3 years old received a bad rating for their brakes. In other respects, the result is better than the class average.

T Ü V: cars aged 4-5 years received an excellent rating and 19th place in the reliability rating. The Audi A4 and A8 are higher in the same ranking.

DEKRA: no technical defects were found in 87.7% of examined A6 C6s. Serious defects were detected in 3.5% of cars, and minor ones - in 8.8%.

• - petrol version with a 3-liter engine and manual transmission - the cheapest offer among used A6s
• - cars with traditional suspension and Quattro all-wheel drive
• - versions with 3.0 TDI and full service history

Avoid:

• - 2.0 TDI with unit injectors - regardless of mileage
• - cars with Multitronic CVT
• - diesel versions with 3.0 TDI, the service history of which cannot be verified
• - cars with any malfunctions and powerful S6 with a 5.2-liter V10. Any repairs will be astronomically expensive.

Advantages:

• - ideal corrosion protection
• - the most spacious interior among German classmates
• - excellent all-wheel drive system
• - very large trunk

Flaws:

• - unsuccessful 2.0 TDI turbodiesel of the pre-restyling version
• - very complex design of front and rear suspension
• - most copies on the secondary market are in unsatisfactory technical condition, with twisted odometers and traces of restoration after an accident

Technical specifications Audi A6 C6 (2004-2011)

Gasoline versions

Version	2.0TFSI	2.4	2.8 FSI	2.8 FSI	2.8 FSI
Engine	petrol turbo	petrol	petrol	petrol	petrol
Working volume	1984 cm3	2393 cm3	2773 cm3	2773 cm3	2773 cm3
	R4/16	V6/24	V6/24	V6/24	V6/24
Maximum power	170 hp	177 hp	190 hp	210 hp	220 hp
Maximum torque	280 Nm	230 Nm	280 Nm	280 Nm	280 Nm
Dynamics
Maximum speed	228 km/h	236 km/h	238 km/h	237 km/h	240 km/h
Acceleration 0-100 km/h	8.2 sec	9.2 sec	8.2 sec	8.4 sec	7.3 sec

Version	3.0TFSI	3.2 FSI	4.2	4.2 FSI
Engine	petrol turbo	petrol	petrol	petrol
Working volume	2995 cm3	3123 cm3	4163 cm3	4163 cm3
Cylinder/Valve Arrangement	V6/24	V6/24	V8/40	V8/32
Maximum power	290 hp	255 hp	335 hp	350 hp
Maximum torque	420 Nm	330 Nm	420 Nm	440 Nm
Dynamics
Maximum speed	250 km/h	250 km/h	250 km/h	250 km/h
Acceleration 0-100 km/h	5.9 sec	6.9 sec	6.5 s	5.9 sec
Average fuel consumption in l/100 km			11.7	10.2

Gasoline engines - brief description

The 2.0 TFSI is the only 4-cylinder petrol engine in the range. In other VW Group vehicles it has higher power. In this model, it is assigned the role of the base motor. The power unit is too weak and has serious drawbacks: high oil consumption and accumulation of deposits in the cylinder head. It is worth noting that this engine differs from those installed in the A4, A5 and Q5, where they earned a bad reputation as an oil eater.

2.4 - has the simplest design in the A6 C6 engine line and uses distributed fuel injection. Typical malfunctions: failure of the thermostat and dampers in the intake manifold. There is a high risk of scoring on the cylinder walls.

2.8 FSI is a modern engine with a direct injection system, variable valve timing and a timing chain. It is also prone to scuffing, but lining the engine is more difficult - the cylinder walls are too thin.

3.0 is an engine of an old design, which was used by its predecessor. It has a timing belt drive, to replace which it is necessary to disassemble the front part of the car. The naturally aspirated V6 with port injection is very reliable, but finding a car with such an engine in good condition is a big problem.

3.2 FSI - has direct fuel injection and is usually combined with a Tiptronic automatic transmission.

4.2/4.2 FSI – Audi's V8 sounds great and drives well. Fuel consumption is at an acceptable level - 13-15 l/100 km. Until 2006, a version with distributed fuel injection was used, and after that - with direct injection (FSI). The first has a combined timing drive: belt + chain, and the second has a chain drive. FSI is slightly lighter and more economical, but not as durable as before. Carbon deposits accumulate on the intake valves, and there are problems with the durability of the timing chain drive. The reliability of the upper timing chain also raises questions in the version with distributed injection.

Diesel versions

Version	2.0 TDI e	2.0 TDI	2.0 TDI	2.7 TDI
Engine	turbodiz	turbodiz	turbodiz	turbodiz
Working volume	1968 cm3	1968 cm3	1968 cm3	2698 cm3
Cylinder/Valve Arrangement	R4/16	R4/16	R4/16	V6/24
Maximum power	136 hp	140 hp	170 hp	180 hp
Maximum torque	320 Nm	320 Nm	350 Nm	380 Nm
Dynamics
Maximum speed	208 km/h	208 km/h	225 km/h	228 km/h
Acceleration 0-100 km/h	10.3 sec	10.3 sec	8.9 sec	8.9 sec
Average fuel consumption in l/100 km

Version	2.7 TDI	3.0 TDI	3.0 TDI	3.0 TDI
Engine	turbodiz	turbodiz	turbodiz	turbodiz
Working volume	2698 cm3	2967 cm3	2967 cm3	2967 cm3
Cylinder/Valve Arrangement	V6/24	V6/24	V6/24	V6/24
Maximum power	190 hp	225 hp	233 hp	240 hp
Maximum torque	400 Nm	450 Nm	450 Nm	500 Nm
Dynamics
Maximum speed	232 km/h	243 km/h	247 km/h	250 km/h
Acceleration 0-100 km/h	7.9 sec	7.3 sec	6.9 sec	6.6 sec
Average fuel consumption in l/100 km

Diesel engines - brief description

2.0 TDIe – a small “e” means small sacrifices in favor of the environment: power is reduced by 4 hp, a particulate filter and tires with reduced rolling resistance are installed.

2.0 TDI 140 hp

– a turbodiesel with pump injectors, the purchase of which should be avoided. A 2-liter turbodiesel can only be considered after modernization in 2007, when a common rail power supply system was used.

2.0 TDI 170 hp

– the engine differs significantly from its 140-horsepower counterpart, including the presence of piezoelectric injectors that cannot be repaired.

2.7 TDI is the predecessor of the 3.0 TDI, has a Common Rail injection system and a timing chain drive. The most reliable in the pre-restyling version.

3.0 TDI - initially had many problems, later they were gradually eliminated by Audi engineers. Turbodiesel allows you to get great driving pleasure, but is very expensive to maintain and repair.