3.0 Tdi Audi Torque Vectoring Rear Differential

Published on 12 Feb 2011 All rights reserved. T he progress of Audi A6 (as well as Audi itself) in the past decade and a half was really amazing. I remember how difficult its predecessor, Audi 100, lived under the shadow of Mercedes E-class and BMW five-series. Things started changing since 1997 when the first all-new A6 was launched. Its elegant styling and loftier build quality lured customers from its counterparts and established a strong reputation for Audi. The next generation from 2004 not only raised this standard further, but also brought stronger performance and treatment. Today, the Audi is no longer seen as an junior culling to its German rivals, but a stronger statement of your sense of taste and pursuit of quality. In terms of global sales, it fifty-fifty outsells its arch-rivals and tops the class, thanks partly to its potent penetration into China. That said, what the previous A6 still failed to exercise was to match its rivals, especially BMW 5-series, for dynamic finesse. Its handling was still hampered by its inherent olfactory organ-heavy structure (blame that Quattro and longitudinal engine), which too compromised its steering and ride quality. We would like to see if Audi can sort out these issues in the new generation A6 and satisfy corking drivers finally. Only in this way, it could win the hearts of our readers. Before coming to its driving, allow'due south get a briefing on the motorcar first. Unquestionably, the new A6 has many aspects improved over its predecessor, but that does not include i thing – styling. Compare with the last two generations the new car is conservatively styled. While it still sports many elegant details, the overall proportion and features are rather conservative, a abrupt contrast to our recent favourite designs, Jaguar XF and XJ. The one time forward-thinking design theme of Audi has been sacrificed for the demand to please wider audience, including conservatives similar Chinese. That is really deplorable. It seems that Audi has exchanged its traditional approach with Mercedes-Benz, which is going radical these days. Who is right ? nosotros shall run across shortly… As we have mentioned before, the new A6 is a shut sister of A7. Both cars share not only the MLP platform (as does A8) but also the same size, much of the chassis structure and interior. A close look to its motel will find the same dashboard, center console and steering wheel, if non the aforementioned door panels. Such sharing enables information technology to use classy materials without pushing the cost too much. The new body is slightly wider and lower than the approachable machine, only its overall length remains unchanged. Because the MLP platform has the front axle moved earlier the clutch, it enables a longer wheelbase (2912 mm instead of 2843 mm), hence slightly amend weight distribution and more interior space. Aerodynamics is very skilful. Elevate coefficient is merely 0.26, thanks to the apply of polish underfloor panels and spoilers. As in A7, the chassis is made of largely steel just besides some aluminum components to cut weight. Audi did not opt for its ASF aluminum spaceframe technology because that would be too costly for the class, unlike the more expensive A8. Just as BMW v-series found out, by selective use of aluminum components there is still room for weight saving. In the new A6, aluminum comprises of 20 percent of the body-in-white by weight. These include the pressed aluminum bonnet, front end fenders, doors and boot lid, the cast aluminum interruption strut domes and interruption components, also as extruded aluminum forepart bumper beam and cantankerous fellow member backside the dashboard. Its utilise of aluminum is fifty-fifty more extensive than BMW five-series, no wonder the A6 has its weight so well controlled. For example, an A6 3.0TDI Quattro weighs exactly the aforementioned as BMW 530d, even though it is loaded with the additional 4WD hardware. The pause organisation has little surprise: v-link front suspensions and trapezoidal 4-link rear suspensions are the tradition of Audi. Their anti-dive geometry suits the nose-heavy motorcar, so there is no reason to abandon them. Also like the previous car, all control arms are casted in aluminum to keep unsprung weight low. What's new are electronic adaptive damping and air suspensions with three ride height settings. They are listed equally price options and so that non to blunt sales of the breadstuff-and-butter models. Motoring journalists, however, are offered with the fully optioned cars for test drive, so they would tend to give more favorable comments. These cars likewise include the optional Sport Differential (an agile rear differential instead of the standard car'southward restriction-actuating torque vectoring), active steering and Audi Select Drive. The latter is a command arrangement which provides three modes (auto, comfort and dynamic) to change suspension, transmission, steering, throttle, ESP etc. Furthermore, there is another manner for the driver to customize individual settings to his gustatory modality. Quattro models utilize the latest crown-gear Torsen center differential to dissever torque 40:threescore front to rear. In brusque, everything is just the same equally in A7. The aforementioned tin can be said to powertrains. With the exception of 2.0 TDI (177hp), all engines are shared with its sister auto A7. These include 2.eight FSI Valvelift V6 (204hp), iii.0 TDI V6 (204hp or 245hp) and 3.0 TFSI supercharged V6 (299hp). They offering competitive performance and outstanding fuel economic system and emission, thanks to the apply of direct injection, auto cease-start and brake energy regeneration. The choices for transmission include half dozen-speed transmission, Multitronic CVT and 7-speed S-Tronic twin-clutch. The latter is mandatory on the range-topping three.0 TFSI and 245hp 3.0 TDI. By the fashion, Quattro is as well standard on the duo. Having gone through the technical aspect, we shall render to our question: is the new A6 every bit good to drive every bit its key rivals, namely BMW 5-serial, Mercedes E and Jaguar XF ? In some aspect yes, and in others no. In terms of performance and powertrain, the A6 is quite competitive. Almost of its engines are refined, torquey and flexible, especially the excellent supercharged petrol V6 – just as you lot would expect from previous reading. The 245hp 3.0 TDI is good, also. Save a footling roughness at startup, it is perfectly refined. Our only disappointment concerns the 170hp 2.0 TDI engine, which is no where as strong as the 204hp Mercedes 250CDI twin-turbo engine. And you know, these are the best selling engines in the course. Less problematic is the lack of a really powerful twin-turbo diesel V6 to rival BMW 535d and Jaguar XF 3.0D 275hp, because from sales figures nosotros know such engines are never big sellers. What it might touch on is more psychological, i.due east. leaving a superior performance paradigm to its rivals. And what near the lack of a V8 engine ? Don't worry, on the pipeline there is an S6 with twin-turbo 4.0-liter V8. Audi'south 7-speed South-Tronic transmission is a good twin-clutch automated manual gearbox. However, for ultimate smoothness it is still no match with the torque-converter automatic transmissions on its rivals, especially the ZF 8-speed unit on BMW and ZF 6-speeder on Jaguar. Twin-clutch box might exist fine on the A5 / S5, only information technology feels a little out of place in a luxury executive car. On motorway, the A6 displays impressive refinement. Its cabin is superbly insulated from air current, engine and road noise. The ride is compliant, even on standard suspensions with steel springs, though body command is predictably not as good equally its rear-drive rivals due to the nose-mounted engine. Choose the S-Line version, which comes with stiffer suspensions and low-contour 245/45ZR18 tires, you will notice much better body control, accompany with impressive grip and endless Quattro traction. Opt for the agile differential and you will be amazed how precise its olfactory organ points. In this configuration, the A6 is near a driver'southward motorcar. Withal, those enjoy pushing their cars to the limit may find the A6 not satisfying enough. The bogus-feeling electric power steering is one reason. Information technology makes the car difficult to engage the driver, no matter how difficult information technology corners. Another reason is the lack of agility. This is especially obvious on the 3.0 TDI, whose weighty diesel V6 makes the car less agile than the amend balanced BMW 530d and Jaguar XF 3.0D. Information technology goes without saying that the front-drive two.0 TDI is even less satisfying to bang-up drivers. The optimal selection is of grade the 3.0 TFSI Quattro S-Line with Sport Differential, but it has its faults, too – a very firm ride that suits German highway more than than anywhere else. This makes information technology a nightmare to those regularly ride on B-roads or physical pavement. You might think air suspensions could be an respond. Aye, it does assistance to certain extent, simply it too softens the steering response, thus it is not a good idea to cracking drivers. No affair in what configurations, the A6 fails to deliver a ride and handling combo as expert as its rear-drive rivals. In one case again, this is attributed to its non-ideal drivetrain layout. Ane area the Audi does beat its rivals is the interior. Although from design betoken of view it is not equally inspiring as Jaguar's, it is still comfortably more tasteful than those of 5-series and East-class. In terms of materials and build quality, the Audi has lifted the bar again. Everything looks rich and impeccably assembled, clearly a class above its rivals. In fact, it feels most as classy equally the A8 ! Besides, provided you can afford, you can take tons of gadgets, such as MMI multimedia command, DVD Television amusement arrangement, head-upwardly display, Google Earth navigation, B&O HiFi, multi-zone climate control and electric door closing. Safety features include Pre-sense active safety arrangement, active lane keeping assistance, automatic parking, Nighttime Vision thermal camera… all sorts of things you tin constitute on the A8. The cabin of A6 is spacious and airy. The boot is generous, besides. For sure, the build quality will continue to exist a stiff selling point of the car. That said, to those putting driving dynamics on top priority, the A6 yet trails BMW v-series and Jaguar XF. To those pursuing ultimate comfort, Mercedes E-class notwithstanding seems to be a amend bet. All the same, taking all things into account, the Audi is unquestionably a stiff contender in the form and the one you have to consider. Verdict: Published on 28 Apr 2012 All rights reserved. Audi S6 I n the by decade, the ability war amongst German premium auto makers became so intense that they built some of the most dramatic powertrains ever appeared on production cars. BMW introduced a high-revving V10 on its E60 M5; Mercedes-AMG resurrected its "six.iii" nameplate on its operation Due east-class; Audi was even madder, producing a pair of sports saloons with a Lamborghini-derived V10, i.eastward. the naturally aspirated S6 and the biturbo RS6. These cars pushed the power war to the summit. Very much like the "muscle car" era running in the 1960s, that kind of pursuit of gigantic power is not sustainable. Following the effective of stricter CO two legislations, the German accept to rationalize their offerings and seek more than sensible solutions. Whatever engines with more than eight cylinders have to exist axed – the new M5 was the kickoff to switch to twin-turbo V8, and at present Audi is doing the same thing to its S6. Bye-bye to the characterful v.ii-liter V10, welcome a new iv-liter twin-turbo V8. Finance guys at Volkswagen group will be delighted to hear that the new engine is going to have a much higher production book. It will serve not only the S6 and RS6 but also S8 and Bentley Continental GT – both of which nosotros have reviewed recently – and hopefully more cars in the futurity. It makes sense to the surround. It makes even more sense to VAG'south balance sheet. So how is the new engine? As we already know, it features "reversed breathing", cross-banking company turbocharging and a pair of twin-scroll turbos to attain a lag-complimentary power delivery. Its direct injection, auto end-offset, brake energy regeneration and cylinder deactivation (which shuts down four cylinders under light load) contribute to a fuel saving of 25 per centum over the approachable V10. And so y'all judge it must be a fabulous engine? Not necessarily. While nosotros gave positive comments to the engines on Audi S8 and Bentley Continental GT V8, this particular version is more disappointing. It behaves too civilized. Its noise is then subdued that it doesn't sound similar a performance engine. Its maximum output is deliberately detuned to 420 hp in order to leave space for the forthcoming RS6. This mean it is a full 100 horsepower downward from the S8 ! As a issue, its elevation end commitment is flat, failing to thrill y'all like its sister engines. This is all the more than bitter as you know what it could have been capable of. The remainder of the package has a similar problem. Although it is equipped with all the high-tech mechanicals y'all can dream of, say, xl:60 Quattro system, torque vectoring active rear differential, Audi drive select command system, 7-speed S-Tronic DCT, adaptive air suspensions, a 10 mm lower ride superlative, fat rubbers and optional ceramic brakes, the S6'southward treatment never feels actually sharp and agile. Handicapped past its 1.9-ton weight and a relatively soft suspension setting, it feels bulky to steer and a bit clumsy on difficult roads. Its steering lacks real feedback from the tarmac no matter in which setting. Its gearbox does not respond to your requests as quickly as yous would expect. As a whole, the S6 feels hopelessly soft and cultured beside an M5, AMG or Panamera. On the positive side, you can still find the traditional merits of Audi – excellent traction and grip, expert high-speed stability and cruising refinement. Make no mistake, the S6 does non intend to be the ultimate sports saloon. That task will be taken by RS6, whose sportier setup and highly tuned engine might result in a different story. Unfortunately, this leaves the S6 in an embarrassing position – it is neither every bit comfortable equally the regular A6 or BMW 550i, nor as thrilling to drive as M5 or E63 AMG. Verdict: Published on 15 Apr 2013 All rights reserved. Audi RS6 Avant 11 years agone, the first generation RS6 introduced a twin-turbo iv.2-liter V8 to produce a class-leading 450 horsepower. Mercedes and BMW immediately responded with the 476 hp E55 AMG and 507 hp M5. Since then High german performance saloons entered a war of power. To overwhelm its rivals, the next generation RS6 borrowed the 5-liter V10 from Lamborghini Gallardo and turbocharged it to pump out 580 horsepower, guaranteeing to be unbeatable during its whole life. The war is slightly dampened in the contempo couple of years as the German take been adjusting their strategies to run into the stringent need for CO 2 reduction. BMW and Mercedes turned to downsized turbocharged V8s. Audi followed adjust with a new 4.0-liter twin-turbo V8 for its S6, S7 and S8. Now a college tuned version of the same motor powers the new RS6. Downsizing from 5-liter V10 to 4-liter V8 is a sensible step to improve the RS6. One should remember that the outgoing car, despite of its superior numbers, was hampered by a olfactory organ-heavy handling and a hefty price tag thus was never a commercial success. At present switching to the smaller V8 allows it to lighten its nose, while the larger economy of scale should cut cost. The question is, can it evangelize the aforementioned power? The answer is no, but not far away. The new motor produces 560 hp, twenty down on its predecessor and 25 less than the current course leader, Mercedes E63 AMG Southward. Even so, its maximum torque of 516 lbft is 37 lbft stronger than before, although its torque band (1750-5500 rpm) is slightly narrower than the quondam automobile (1500-6250 rpm) as well as BMW M5 (1500-5750 rpm). From these figures you tin run across its turbos kick off at slightly higher rev, considering it needs larger turbos to produce some one.ii bar of boost pressure (a far cry from the V10's 0.seven bar). Fortunately, the changed-breathing architecture of this V8 enables it to apply twin-ringlet turbos thus greatly reduces turbo lag. Moreover, the V8 is also able to cutting fuel consumption past a massive twoscore percentage, cheers partly to the implementation of cylinder on demand (COD) technology, which utilizes the "Valvelift" machinery to close downwards four cylinders under light load. In the real earth, y'all would detect the new engine merely equally smooth, powerful and elastic as the V10. At that place might exist a touch more turbo lag, just it is nevertheless a very responsive powerplant by turbocharging standard. Also, the exhaust annotation might be not quite as exciting equally the V10's, but it is still worth praising. Paired with the ZF 8-speed automatic gearbox, the RS6 provides a relentless performance. Partly thanks to its weight reduction of 90 kg, partly thanks to the availability of launch control, information technology is capable to cut 0-sixty mph from 4.4 to an astonishing 3.8 seconds – well, not quite in the league of E63 AMG S 4matic, just it beats an M5 by a decisive 0.4 2nd! As for meridian speed, yous may opt for dynamic package to raise its speed regulation to 190 mph. What a performance saloon… no, it is in fact an estate! The RS6 abandons the S6's 7-speed dual-clutch gearbox considering the latter is non strong plenty to withstand its tremendous torque. If non, I suppose the DCT should be a better pick. As good as the ZF eight-speed automatic is, it is still non as responsive as a proper DCT owing to the time taken for its torque converter to engage. This hateful BMW M5 has a slight advantage in the eyes of keen drivers. However, for a luxury performance saloon/estate like this, automatic might be more than appealing to most customers, every bit AMG establish out long ago. More controversial is the lack of saloon body. Post-obit the smaller RS4, the RS6 is available merely in the form of Avant considering in the by few Audi drivers opted for the saloon versions of RS models. The Avant trunk might benefit weight distribution a bit, but I suppose the paradigm it gives the states is more multi-purpose than purposeful. Even though at that place are sufficient styling tweaks made to differ information technology from lesser A6 or S6 Avant, information technology however doesn't await as convincing as a saloon tin be. The RS6'south standard air suspension is set 20 mm lower than that of the S6. If that is not sporty enough, you may opt for the DRC (Dynamic Ride Command) intermission, which is so familiar to the drivers of RS4 and RS5. It uses steel springs and adaptive dampers instead of air struts. The dampers are linked hydraulically between diagonal wheels to control pitch and roll in difficult cornering. Other goodies are also shared with RS4 and RS5, such every bit the 40:sixty Quattro system, Audi Drive Select system, computer-controlled variable-ratio steering, torque-vectoring braking and a pair of performance options – ceramic brakes and active rear differential. If y'all equip all these things, you lot would find the RS6 edges closer to the meridian of the grade again. The combined effect of active differential and lighter engine means the new auto no longer understeers heavily. You are still aware that the engine is hanging beyond the front axle, but the sense is much reduced now because the automobile dips little when braking into corner and it turns in more than eagerly. Understeer is no longer its basic instinct. It even so doesn't power slide like a rear-driver, but frankly for a motorcar so large and powerful oversteer is no longer realistic to play on public roads. On the contrary, most drivers will appreciate its immense traction and grip, and the full general feeling that its fine handling is indestructible by any roads, any surfaces. Unfortunately, the Achilles' heel of Audi is again steering experience, or the lack of information technology. The dynamic mode of Audi Drive Select might increment speed and weight, but information technology does aught to improve the video-game feedback. As a result, the driver feels isolated from the road. Many electrical racks take similar problems, only none of its rivals suffer as much, probably because of its permanent 4WD arrangement. As a result, the RS6 still fails to friction match the more involving E63 AMG S 4matic, M5 and XFR in the performance executive car class. Verdict: Year Layout Chassis Trunk Length / width / tiptop Wheelbase Engine Capacity Valve gears Induction Other engine features Max power Max torque Transmission Suspension layout Interruption features Tires Kerb weight Top speed 0-60 mph (sec) 0-100 mph (sec) A6 ii.viii FSI 2011 Front-engined, FWD Steel monocoque Steel + aluminum 4915 / 1874 / 1455 mm 2912 mm V6, 90-caste 2773 cc DOHC 24 valves, VVT, VVL VIM DI 204 hp 206 lbft CVT with 8-spd manual mode F: five-link R: multi-link - 225/55R17 1610 kg 149 mph (c) seven.iii (c) - A6 3.0TDI Quattro 2011 Front end-engined, 4WD Steel monocoque Steel + aluminum 4915 / 1874 / 1455 mm 2912 mm V6, 90-degree, diesel 2967 cc DOHC 24 valves VTG turbo CDI 245 hp 369 lbft 7-speed twin-clutch F: 5-link R: multi-link - 225/55R17 1720 kg 155 mph (limited) 5.8 (c) - A6 3.0TFSI Quattro 2011 Front-engined, 4WD Steel monocoque Steel + aluminum 4915 / 1874 / 1455 mm 2912 mm V6, 90-degree 2995 cc DOHC 24 valves, VVT Supercharger DI 299 hp 324 lbft 7-speed twin-clutch F: 5-link R: multi-link Adaptive air jump + damping 245/45ZR18 1740 kg 155 mph (limited) 5.2 (c) - Performance tested past: - Year Layout Chassis Body Length / width / pinnacle Wheelbase Engine Capacity Valve gears Consecration Other engine features Max power Max torque Transmission Suspension layout Suspension features Tires Kerb weight Tiptop speed 0-60 mph (sec) 0-100 mph (sec) A6 iii.0TFSI Quattro (US) 2011 Forepart-engined, 4WD Steel monocoque Steel + aluminum 4915 / 1874 / 1455 mm 2912 mm V6, 90-caste 2995 cc DOHC 24 valves, VVT Supercharger DI 310 hp 325 lbft eight-speed automatic F: 5-link R: multi-link - 245/40ZR19 1835 kg 130 mph (limited) five.3 (c) / 5.4* / 5.6* xiii.four* / xiii.7* S6 2012 (2014) Front-engined, 4WD Steel monocoque Steel + aluminum 4931 / 1874 / 1440 mm 2916 mm V8, xc-degree 3993 cc DOHC 32 valves, DVVT Twin-turbo DI, cylinder deactivation 420 hp / 5500-6400 rpm (450 hp / 5800-6400 rpm) 406 lbft / 1450-5250 rpm vii-speed twin-clutch F: 5-link R: multi-link Adaptive air leap + damping 255/40ZR19 1895 kg 155 mph (limited) 4.6 (c) / 3.7* (iv.2 (c) / iii.9* / three.8***) 9.2* (9.8* / nine.9***) RS6 Avant 2013 Forepart-engined, 4WD Steel monocoque Steel + aluminum 4979 / 1936 / 1461 mm 2915 mm V8, 90-degree 3993 cc DOHC 32 valves, DVVT Twin-turbo DI, cylinder deactivation 560 hp / 5700-6700 rpm 516 lbft / 1750-5500 rpm 8-speed automated F: v-link R: multi-link Adaptive damping 275/35ZR20 1935 kg 190 mph (express) 3.8 (c) / 3.vii** 8.7** Operation tested by: *C&D, **Autocar, ***MT Twelvemonth Layout Chassis Body Length / width / height Wheelbase Engine Capacity Valve gears Induction Other engine features Max ability Max torque Manual Suspension layout Suspension features Tires Kerb weight Top speed 0-60 mph (sec) 0-100 mph (sec) RS6 Avant Performance 2016 Front-engined, 4WD Steel monocoque Steel + aluminum 4979 / 1936 / 1461 mm 2915 mm V8, 90-degree 3993 cc DOHC 32 valves, DVVT Twin-turbo DI, cylinder deactivation 605 hp / 6100-6800 rpm 553 lbft / 2500-5500 rpm 8-speed automatic F: 5-link R: multi-link Adaptive damping 285/30ZR21 1950 kg 190 mph (limited) 3.6 (c) - Operation tested by: -     Copyright© 1997-2016 by Mark Wan @ AutoZine

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3.0 Tdi Audi Torque Vectoring Rear Differential

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