Another system whose name says it all is quattro. The vaunted all-wheel-drive system is standard (for North America) on both models. When combined with the new A6's stiffer chassis (torsional stiffness was improved 34%) and its dynamic suspension system, quattro allows you to drive the sedan as though it were a sports coupe. The suspension setup consists of enhanced four-link front suspension and self-tracking trapezoidal-link rear suspension, a combination featured on all quattro models. Whether flying through tight turns or gentle sweepers, the A6 never once felt nervous. With the added benefit of ESP (Electronic Stabilization Program) and Servotronic (speed-sensitive steering), the A6's handling was always precise and controlled. A sport suspension setup is optional as part of the Sport package, which also includes 18-in. alloy wheels with performance tires.
The standard rolling equipment for the 3.2L are 16-in. seven-spoke alloys with 225/55-16 all-season tires; 17-in. nine-spoke and 18-in. five-arm wheels are optional. For the V8 version, 17-in. 16-spoke wheels with 245/45-17 all-season tires are standard and the above mentioned 18-in. wheels with performance tires are optional.
On the 3.2 FSI quattro, deceleration is executed by a 16-in. brake system-meaning the minimum size wheel that will fit over the brakes are 16s. The system includes 12.64-in. ventilated front discs and 11.89-in. rear ventilated discs. The 4.2 quattro comes with a 17-in. brake system: 13.66-in. ventilated front discs; 12.99-in. ventilated rear discs. ABS is a given, as is EBD-electronic brake-force distribution. And in keeping with Audi's safety record all the prerequisite systems, both passive and active, are present on the new sedan.
As is the usual case on long-lead press events, I spent too little time driving the all-new A6: a few hours in the 3.2L, followed by even less time in the V8. While I was able to get a good feel for both cars, the time spent was just enough to whet my appetite for more. The driver-centric interior, the purposeful new look and the powerful engine choices all combine to create a true driver's car. The all-new A6 banishes the stigma of being a middle child. It deserves attention and merit all on its own, no matter what its siblings have achieved.
FSIThe Benefits Of Being DirectThe launch of the new Audi A6 also marked the introduction of a new V6 direct-injection gasoline engine. The 3.2-liter power unit has a top output of 255 bhp and 243.4 lb-ft (330Nm) of torque at just 3250 rpm, 90% of which is available between an impressive 2400 and 5500 rpm.
One of the principal factors in achieving these figures on a naturally aspirated engine is the higher injection pressures possible by spraying fuel directly into the cylinder. In the 3.2-liter V6 FSI, fuel is injected by a newly developed single-piston high-pressure pump at between 30 and 100 bar, compared with roughly 8 bar in a comparable indirect-injection unit. Internal cylinder compression is also considerably greater, with a ratio of 12.5:1 instead of the normal 10.5:1. On top of this, the intake stroke also incorporates a two-stage variable intake manifold, which moves flaps to create the tumble effect necessary for an effective fuel/air mix. This all leads to a more homogeneous mix in the cylinder and therefore more complete combustion, giving you more bang for your buck and cutting fuel consumption.
With only 3.2 liters and no turbochargers to help it out, the power and torque profiles for the V6 unit are pretty impressive. It gets the new A6 to 62 mph in only 6.9 sec. and has a top speed limited to 155 mph.
Now, Audi is no stranger to direct gasoline injection, having first used it in 2001 to power its Le Mans-winning R8. The improved power profile and lower fuel consumption possible using FSI were proven by an 8% improvement in fuel consumption-cutting down fuel stops-and a convincing 1, 2, 3 romp through the finish line.
Rather ironically, Audi's first production application of the technology was in the diminutive and decidedly unsporty A2, alongside much pontificating about the fuel-saving credentials of direct-injection technology.
But the benefits were not best demonstrated in its little 1.6-liter power unit. Touted as an economical city car, with the benefit of 110-bhp performance, the A2 failed to live up to the claim of useful performance with low consumption-the reason being that direct gasoline injection is better suited to larger capacity, higher performance engines.
However, the 1.6-liter unit is blessed with something that the Le Mans engines didn't have-a two-phase combustion profile. Under full load the engine works in "homogenous" mode, in that the fuel spray is spread evenly throughout the cylinder for more complete combustion. In "stratified" mode, the fuel spray is restricted to the area immediately surrounding the spark plug, resulting in localized combustion and using a proportionally smaller volume of fuel. This is fine, as long as you spend the majority of your time tootling around under partial load.