Audi A6 C7 came on the market in 2011 when it replaced the previous Audi A6 C6. This is the fourth generation of this model. In 2014 it underwent a restyling that brought changes to the design and some modernizations on a technical level and in the interior. It was produced until 2018 when it was replaced by the new generation Audi A6 C8. Let’s see the Audi A6 C7 review with the most important information, faults and common problems.
Table of Contents
- Impressions and Description
- Reliability and Issues
- Engines and their Problems
- Conclusions and Advice & Tips for buying used
Impressions, Interior and Comfort
Audi A6 C7 is a high-end car that is part of the E-segment. We have already said that this is the fourth generation of the A6, but in fact this is already the seventh generation of the model. However, the initials A6 began to be used only from 1994, first it was the Audi 100 model.
On the second-hand market there are numerous cars that are well equipped and at relatively low prices. Thus, the desire to buy this premium model arises in the hearts of many car enthusiasts. But here you have to be careful. The car is still recent, but the rich equipment and modern technologies do not always demonstrate great reliability and long life.
In this article we will see if the maintenance costs will not be exaggerated to use a similar car. We immediately advise not to save money during the purchase and look for an example in good condition by following our advice.
Platform and Body
The Audi A6 C7 is based on the modular MLB platform (which it shares with its sister Audi A7). In reality, thanks to its wide modularity, the same platform is also used on the smaller Audi A4 B8, the larger Audi A8 D4, the Audi Q5 SUV and many other models. The platform is traditional for this German manufacturer: with a longitudinally installed engine and with front-wheel drive. It was optionally possible to mount the Quattro all-wheel drive.
The Quattro all-wheel drive system is one of the best on the market. This ensures optimum driving stability, maximum wheel grip as well as an additional dose of sporting emotion. In addition, on the Audi A6 C7 it has seen significant evolution and has begun to mount the Torque Vectoring system, which mounts a new sports rear differential capable of optimizing the distribution of drive torque between the two wheels of the rear axle: it is able to send almost all the driving torque to a single wheel.
The MLB platform involves the use of aluminum suspension. The front suspensions are with high quadrilateral with virtual steering axis. The rear suspension is a 4-link multilink with lower trapeze, but redesigned compared to the past. Optionally, air suspension could be had.
The body design is undoubtedly beautiful and modern. The aesthetics of the car will remain current for many years to come as even the younger models respect the same style. Compared to the previous generation, a greater dose of severity is noted. The only thing that some consider a disadvantage is the lack of individuality. In fact, for a non-expert, it will be quite difficult to distinguish this model from another of the same brand and of the same production period. But one thing is certain: it is immediately clear that it is a premium car.
Audi A6 C7 Avant (station wagon)
Aesthetically, the car is attractive, both before and after the restyling, especially in the more equipped versions.
The fourth generation Audi A6 is available in two body styles: sedan (4-door) and Avant (station wagon). The German car has a length of 4920 mm, a width of 1870 mm and a height of 1460 mm. The wheelbase is 2910 mm. The weight of the car varies from 1460 to 1950 kg depending on the version.
In addition to the classic versions, there are also the sporty Audi S6 and RS6 versions. Both are different aesthetically, they are wider and more aggressive. There is also a dedicated off-road version called Audi A6 Allroad, based on the Avant.
Comfort and Practicality
Compared to the predecessor Audi A6 C6, the new model has grown a bit. In the past, the amount of internal space was more than sufficient and here the situation has improved further. In addition, the interior of the Audi A6 C7 has been moved further back and the proportions have become more beautiful. Even 5 adults will be comfortable, but for long journeys it will be better to leave in 4.
The trunk/boot has become smaller than in the past (on the sedan). On the A6 C7 it has a volume of 530 liters in the sedan and 565 liters in the station wagon. By folding down the rear seats, a volume of 1680 l can be reached.
The suspensions offer a good compromise between softness and stability on the road. Audi normally positions itself as something in between Mercedes (maximum comfort) and BMW (excellent road stability and driving pleasure). This time, however, the situation has become difficult, the direct competitors (BMW 5 Series F10 and Mercedes-Benz E-Class W212) have done an excellent job from this point of view.
The competition is great, but the Audi A6 C7 still deserves applause for the way it handles and the level of comfort it offers. The situation improves further in versions with Quattro all-wheel drive, especially on wet roads or snow. Versions with adaptive suspension and air suspension will be best.
All together it makes the Audi A6 C7 an enjoyable car both in and out of town. Even on longer journeys you shouldn’t get tired and shouldn’t feel any discomfort.
Interior and Equipment
The Audi A6 C7 can be characterized as a very technological car. Obviously there are also cars with poor equipment, which offer only what is strictly necessary for daily use, but there are also highly equipped cars on which the level of luxury reaches high levels.
You can obviously have the classic options present on the German premium cars: electric leather seats with heating, simple cruise control, head-up display, adaptive xenon headlights, navigator, automatic climate control and much more. However, here you will also find equipment that is difficult to find on other models of the same class: massage in the seats, full LED matrix headlights, night vision, adaptive cruise control and much more.
The interiors are worthy of respect. The excellent ergonomics, the well-made assembly and the high-quality materials make the passenger compartment very welcoming and comfortable. Inserts made of wood or aluminum look beautiful and combine well. The driving position and general sensations differ little from the larger and more expensive Audi A8. Initially it seems difficult to understand how to use all the buttons and the different systems, but after a short time you get used to it and understand the logic of everything.
On some elements, serious signs of wear may appear at high mileage. First of all, of course, the most used elements wear out: the steering wheel trim and its buttons, the gear knob, the climate control buttons, multimedia buttons and more. At high mileages, wear and tear on the seat upholstery is also unavoidable.
The good part is that all traces of wear and tear present in the cabin can be eliminated if desired. Some pieces can be replaced, others can be repainted or restored.
The soundproofing is very good and the passenger compartment remains silent in any situation.
When the engine is started, the multimedia system screen opens and when it is switched off, it closes (it can also be closed with a button if necessary). The multimedia system MMI (Multi Media Interface) is very convenient and useful. Depending on the version of the MMI you can have a rotating wheel or the touchpad to control all the functions of the multimedia system.
The audio quality is good and gives many satisfactions already on the basic version, but for an additional cost you could add Bose music or even Bang & Olufsen which cost a lot as an option. On board you can watch movies and even work as the system can have an internet connection via SIM card. The internet can also be streamed to multiple devices simultaneously.
Safety
In the EuroNCAP safety test, the Audi A6 C7 got 5 out of 5 stars. Crash safety is quite good, but to decrease the risk you need good tyres. Tires are almost the most important thing for safety on the road.
Reliability and Issues
Gearbox and Transmission
On the Audi A6 C7, in addition to the manual gearbox, there are various types of automatic gearboxes. On the pre-facelift versions with front-wheel drive there is the Multitronic CVT, on the versions with all-wheel drive and weak engines the S-tronic dual-clutch automatic gearbox was mounted (after the restyling also with front-wheel drive), on the versions with powerful engines (more than 600 Nm of torque, thus the top diesels and the sporty RS6) there is the classic ZF 8HP Tiptronic automatic transmission.
However, all this only applies to cars sold on the European market. Outside of this however, the ZF 8HP gearbox can also be fitted with other engines. In the USA for example, a ZF 8HP gearbox is also used with the 2.0 l TFSI engine.
Manual transmission
The manual gearbox is very reliable and does not give any particular problems up to high mileage. This can be from the 0B1 series or from the 0CS series.
The main weak point here is the dual-mass flywheel which doesn’t have a very big life span. When it is worn it begins to rattle and create vibrations. These can be harmful to other mechanical elements. The cost of a new flywheel will be large.
Multitronic CVT (continuously variable transmission)
Before restyling, front-wheel drive cars were equipped with Audi’s second generation Multitronic CVT of series 0AW/VL381.
The Multitronic continuously variable transmission has a reputation for being an unreliable unit. This reputation still appeared in the early 2000s when the gearbox was really problematic. Over time, however, the situation has improved a lot.
A modern and robust CVT Multitronic was fitted to the Audi A6 C7. It has been designed to hold engines with a torque of up to 380 – 400 Nm and its structure is well developed. The main problems with the gearbox arise due to poor maintenance or incorrect use.
Since this is a particular gearbox, owners can make typical mistakes that spoil it. The CVT does not like skidding, aggressive starts, shock loads, towing heavy trailers and driving at maximum speed. What’s more, this transmission does not tolerate infrequent oil changes and cars equipped with the Multitronic CVT cannot be towed for long distances (it can only handle movements of a few metres).
Infrequent oil changes lead to rapid failure of the solenoids, bearings and clutch pack. If the car is towed with the engine off, the clutches and cones can be damaged.
Among the weak points that can appear regardless of the conditions of use, is the weak rotor speed sensor G195. The bad part is that to fix the sensor you have to disassemble the control block and solder the new sensor. The block also contains two oil pressure sensors and an input shaft speed sensor, but these rarely fail. Failure of the control board and speed sensors is more likely if operating temperatures are very high.
The standard heat exchanger usually clogs after about 150 – 200 thousand km (95 – 125 k miles) and the oil temperature in the gearbox begins to rise. If nothing is done, the gearbox will suffer regular overheating which will ruin the oil pump, clutches and the control block.
The Multitronic is very pleasant when it works well, but it is a particular type of gearbox that needs attention and docile use. Even with normal use, the Multitronic can last more than 200,000 km (125 k miles) without fatal failure. With very gentle use, with regular oil changes (every 50 – 60 thousand km or 30 – 35 k miles) and without overheating it can even reach 350 thousand km (220 k miles).
S-Tronic dual-clutch automatic gearbox
The S-Tronic dual-clutch automatic gearbox is quite common on the Audi A6. Initially it was only the S-Tronic DL501 model, but after restyling the new S-Tronic DL382 version also appeared. The differences are quite large between the two models.
S-Tronic DL501
The automatic gearbox with wet double clutch initially mounted is the S-tronic DL501 (also known by the code 0B5). An already modernized version was mounted on the Audi A6 C7 which solved some of the weaknesses that existed in the past.
The modernized gearbox received a built-in additional filter for the hydraulic part, improved mechatronics and an improved sensor block. In the mechanical part, the bearings and other parts have been strengthened. The average life of the clutches has increased to 120,000 km (75 k miles), but if all goes well they can last up to 250,000 km (155 k miles).
The S-Tronic DL501 is a very robust and technically resistant gearbox. In fact, it was designed to handle up to 600 Nm of torque. It can also handle aggressive driving, but its main enemies are overheating and infrequent oil changes.
Everything is connected: during normal use, various residues accumulate in the oil which clog the heat exchanger and ruin other hydraulic and mechanical parts. Overheating in turn accelerates the degradation of the oil, damages the mechatronics and accelerates the wear of the clutches and other elements. A malfunctioning mechatronics again can ruin clutches and other gearbox parts.
Older gearboxes, fitted to pre-facelift Audi A6 C7s, are more at risk. These can have problems with the mechatronics even before 100 – 150,000 km or 60 – 95 k miles (if treated badly). In some cases the mechatronics itself does not break, but only its connector. After the restyling, the mechatronics were further modernized and became more robust. So problems at small mileage have become very rare.
With the updated S-Tronic gearbox, you generally get at least 150 – 200,000 km (95 – 125 k miles) before having to do interventions on the mechatronics and clutches. If the oil is changed regularly and the cooling system is kept in good working order, the life can be much longer.
There are cases of breakage of the oil filter body or its gasket.
As already mentioned, the periodic replacement of the oil and filters (internal and external) helps to increase the life of the automated gearbox. In the hydraulic part, replacement is recommended every 30 – 40 thousand km (20 – 25 k miles). In the mechanical part, it can also be done every 60,000 km (35 k miles). Two types of oil are needed: 6 liters for the mechatronics (hydraulic part) and another 5 liters for the other mechanical parts.
S-Tronic DL382
After the restyling, the S-Tronic DL382-7F dual-clutch automatic gearbox also appeared. This was intended to replace the CVT on front-wheel drive cars and was also fitted to those with all-wheel drive and 4-cylinder engines.
The two S-Tronic gearboxes differ considerably in structure: the new DL382 has a much lighter mechanical part and completely different mechatronics. Use an electric oil pump instead of a mechanical one. Of course, here too there can be several problems.
Sometimes there are problems with oil pressure due to failures of the new pump, various sensors or the hydraulic accumulator.
The new mechanical part did not prove to be too resistant. Due to infrequent oil changes or due to vibrations caused by a worn dual-mass flywheel, the weak bearing of the input shaft can “die”. On cars with front-wheel drive, the differential bearings are also weak.
Even the gearbox management electronics are not perfect. Breakdowns occur regularly, but the price of repairs is generally not too big.
You don’t need to be scared though. Here, too, it all depends on maintenance. Again, the gearbox’s worst enemies are infrequent oil changes and overheating.
Most of the problems with mechatronics are caused precisely by overheating: the gearbox needs an improvement in the cooling system. The standard cooling system with petrol engines heats the oil up to 120 degrees (celsius) and with diesel engines the temperature is up to about 90 degrees (celsius). This difference leads to the fact that there are much fewer problems on diesel cars. We need to improve the system in order to have the same temperatures even with petrol engines.
Another problem is the maintenance schedule which does not include oil changes. However, these are necessary and it is dirty oil that leads to failures of the oil pump and mechatronics already at 120 thousand km (75 k miles).
Although the general resistance has decreased compared to the DL501, with correct use you will not have any particular problems up to high mileage.
ZF 8HP automatic gearbox (Tiptronic)
The classic automatic gearbox fitted here is the ZF 8HP in its 8HP55 and 8HP90 versions.
The Tiptronic 8-speed automatic transmission proved to be quite reliable. Knocking or malfunctioning may happen, but actual cases needing a complex repair are very rare.
The real enemies of this gearbox are rare oil changes and overheating. Only these factors can “kill” him sooner. It is advisable to change the oil at least every 50 – 60,000 km (30 – 35 k miles). This is to avoid the accumulation of large quantities of dirt in the oil (which are created due to normal wear) which will then ruin the hydraulic block and mechatronics.
Maintaining the correct gearbox temperature serves to maintain the oil characteristics and to avoid damaging the mechatronics and other gearbox parts.
If you also drive calmly and carry out regular maintenance, you can reach 250 – 300,000 km (155 – 185 k miles) without problems.
Poorly treated gearboxes can have various problems with the torque converter, with the control mechatronics and also with the mechanical part.
Drivetrain and Transmission System
Audi A6 C7 can have front-wheel drive or all-wheel drive. With front-wheel drive there are no special problems up to large mileage.
The Quattro all-wheel drive also works very well and is quite reliable. Despite the great resistance, however, it cannot be defined as immortal. With the very powerful versions (generally S6 or RS6) failures of differentials and cardan shafts (drive shafts) occur.
The protection of the constant velocity joint of the cardan shaft can be damaged after only five years of operation. It is best to keep an eye on this element to lengthen the life of the joint. If the need to repair the all-wheel drive system appears, the prices will not be small.
Suspensions, Steering and Brakes
The structure of the suspension hasn’t changed much from the past. Both front and rear are multilink suspension. Reliability and liveliness are good, but here a lot depends on the quality of the roads traveled and the driving style. However, when the time comes to repair them, it turns out that the prices of original spare parts are very high.
Despite everything, premature wear of some elements can occur, leading to the appearance of extraneous noises (already after 40,000 km or 25 k miles). It’s nothing serious, but it can be annoying. Generally, the solution was to replace the stabilizers and some silent blocks. Cars with large rims and thin tires are particularly at risk.
The hub bearings are not too strong. Already after 100,000 km (60 k miles) there will be an increase in noise which indicates wear. There are no difficulties with replacement, but spare parts are expensive – the bearing is built into the hub.
Otherwise there shouldn’t be any major problems up to at least 150 – 200 thousand km (95 – 125 k miles). After this mileage, sooner or later some arms, springs, shock absorbers and other elements will need to be replaced.
The air suspension is also reliable. On older A6s, air leaks may begin to appear which in turn will lead to accelerated wear of the compressor. In addition to air leaks in various points, there may be failure of the position sensors and breakage of the valve block. After about 200,000 km (125 k miles) there will almost certainly be large investments to be made to replace various expensive elements. To save money, you can opt for the repair of worn elements instead of buying new ones.
Steering system
The steering system on the Audi A6 C7 can be simple or adaptive. In both cases it will be with electric power steering.
For both types of steering we have about the same problems and weaknesses. The main problem is the poor dust seals that break over time and water begins to seep inside the rack. There is very little lubricant inside, so corrosion quickly kills the shaft and electric motor. In these conditions, the management electronics also suffer a lot: the connectors of the control unit are particularly affected and sometimes even the unit itself fails. Repairing a damaged rack is expensive.
Brakes system
The braking system of the Audi A6 C7 shouldn’t bring any particular surprises. The systems can be different: simpler on cars with weak engines and slightly more complex on powerful cars. In any case, the reliability is very good, only the prices of the spare parts change (obviously they are more expensive for the sports system).
The parking brake mechanism is made by electric drive with a gear motor on the caliper itself. The price of the original mechanism is high, but fortunately there is a low chance of failure due to the great reliability. In addition, there are inexpensive non-original parts.
Both the pads and the brake discs have a not too long life. Already at 40,000 km (25 k miles) it may be necessary to change both the pads and the rear brake discs. This obviously depends a lot on the driving style.
Electronics and Electrical System
The electronics in the Audi A6 C7 are very complex. There are so many systems that improve comfort, multimedia capabilities and safety. Normally everything works quite well. Serious problems usually arise from external factors. Among these we can mention: penetration of water which comes into contact with cables and control units, accidents that damage the system and interventions by unqualified people on the electronic system.
This last factor should not be underestimated. Audi A6 C7 is a very customizable car. The large number of trim levels can make two cars of the same model totally different both inside and out. This leads to the fact that owners of poorly equipped cars want to add the missing options.
For example, you can have a color dashboard instead of a monochromatic one, you can improve the multimedia system, you can mount the door panels and the central tunnel with lighting, more comfortable seats, a better steering wheel and so on. In a nutshell you can customize almost everything. Here appeared the risk of finding a technician who will cause serious damage in an attempt to improve the car.
Obviously the complex electronic system can have various malfunctions even for no reason. Generally, however, they are not too serious and can be resolved by restarting the engine or with a software update.
Among the real failures there are: breakage of the front parking sensors, breakage of the wiring that goes to the trunk, loss of waterproofing of some external control units, of the antenna and of the door handles. It seems that the Audi A6 C7 is not so suitable for use in rainy regions.
Other
The car body has good corrosion resistance. Only small traces of rust are acceptable, especially if the car has been used in places with a severe climate. If you find severe signs of rust, most likely the car was in an accident and then badly repaired.
The paint is also quite good quality, but its layer is not too thick. If well maintained, even after many years the Audi A6 C7 does not lose its shine. Chrome elements, on the other hand, can lose their shine after only a few years of life.
Thanks to the widespread use of aluminum, the car has become lighter, the weight distribution is very good. However, this can play a bad joke in the event of an accident. The aluminum will be an obstacle to repairing the car and it will be almost impossible to restore everything to a perfect state. For this reason it is better to avoid cars that have suffered accidents.
We recommend that you periodically check the water drainage channels in the hood area. These can become clogged over the years and the accumulation of water can come into contact with the electronics causing unpleasant problems.
Inside, however, water penetration can occur due to a worn panoramic roof. The panoramic roof mechanism is capricious, its breakdowns are much more frequent than on cars with a simple sunroof.
It is very easy to damage the headlights, they have quite sensitive body. some cases, after slamming the hood hard, the headlights can lose their waterproofing. In addition, over time they lose their light intensity (the reflective element burns out). Even daytime running lights can burn out.
In the taillights of sedans, accumulations of water are often encountered, which lead to oxidation of the power boards. There is usually nothing to fix, the element needs to be changed.
Over time, the GPS antenna on the roof stops working. The handles that are used with the keyless entry system are not too long-lived.
Exterior mirrors very often have problems with the folding mechanism. The trunk release button after 100 thousand km (60 k miles) can lose its waterproofing and fail. At about the same mileage, there are problems with the bearings of the climate control fan. They are ball bearings, sealed, but they are not resistant to road dust (especially in areas with particularly dirty roads). Luckily, replacing them isn’t terribly difficult.
Even after 5 years of life, the silica gel located in the lower part of the expansion tank could end up in the cooling system and clog the air conditioning radiator. Because of this there will be problems with heating the cabin.
To eliminate the defect, you need to clean the system or change the radiator. To do this you need to remove the front panel. Luckily it’s a problem you don’t encounter too often.
Engines and their Problems
Diesel engines list :
| Version | Engine | Power | Top Speed | Acceleration | Fuel Consumption |
| 2.0 TDI | 2.0 l EA189 (CGLE) | 136 hp | 209 km/h or 129 mph | 10.3 s | 4,9 l/100 km
US: 48 mpg UK: 57,6 mpg |
| 2.0 TDI ultra | 2.0 l EA288 (CSUD) | 150 hp | 214 km/h or 132 mph | 9.5 s | 4,3 l/100 km
US: 54,7 mpg UK: 65,6 mpg |
| 2.0 TDI | 2.0 l EA189 (CMGB, CGLC) | 177 hp | 228 km/h or 141 mph | 8.7 s | 4,9 l/100 km
US: 48 mpg UK: 57,6 mpg |
| 2.0 TDI ultra | 2.0 l EA288 (CNHA, DDDA) | 190 hp | 232 km/h or 144 mph | 8.4 s | 4,4 l/100 km
US: 53,4 mpg UK: 64,2 mpg |
| 2.0 TDI quattro | 2.0 l EA288 (CNHA, DDDA) | 190 hp | 230 km/h or 142 mph | 7.7 s | 4,9 l/100 km
US: 48 mpg UK: 57,6 mpg |
| 3.0 TDI | 3.0 l EA897 (CLAA, CLAB) | 204 hp | 242 km/h or 150 mph | 7.6 s | 5,3 l/100 km
US: 44,3 mpg UK: 53,2 mpg |
| 3.0 TDI | 3.0 l EA897 EVO (CZVA, CZVB) | 218 hp | 245 km/h or 152 mph | 7.1 s | 4,4 l/100 km
US: 53,4 mpg UK: 64,2 mpg |
| Allroad 3.0 TDI quattro | 3.0 l EA897 EVO (CZVF) | 190 hp | 221 km/h or 137 mph | 7.9 s | 5,5 l/100 km
US: 42,7 mpg UK: 51,3 mpg |
| 3.0 TDI quattro | 3.0 l EA897 (CLAA, CLAB) | 204 hp | 240 km/h or 149 mph | 7.2 s | 5,7 l/100 km
US: 41,2 mpg UK: 49,5 mpg |
| 3.0 TDI quattro | 3.0 l EA897 EVO (CRTE) | 218 hp | 245 km/h or 152 mph | 6.6 s | 5 l/100 km
US: 47 mpg UK: 56,5 mpg |
| 3.0 TDI quattro | 3.0 l EA897 (CDUC, CDUD) | 245 hp | 250 km/h or 155 mph | 6.1 s | 5,9 l/100 km
US: 39,8 mpg UK: 47,8 mpg |
| 3.0 TDI quattro | 3.0 l EA897 EVO (CRTD) | 272 hp | 250 km/h or 155 mph | 5.5 s | 5,1 l/100 km
US: 46,1 mpg UK: 55,3 mpg |
| 3.0 TDI quattro | 3.0 l EA897 (CGQB) | 313 hp | 250 km/h or 155 mph | 5.1 s | 6,5 l/100 km
US: 36,1 mpg UK: 43,4 mpg |
| 3.0 TDI quattro | 3.0 l EA897 EVO (CVUA) | 320 hp | 250 km/h or 155 mph | 5 s | 6 l/100 km
US: 39,2 mpg UK: 47 mpg |
| 3.0 TDI quattro Competition | 3.0 l EA897 EVO (CVUB) | 326 hp | 250 km/h or 155 mph | 4.9 s | 6,3 l/100 km
US: 37,3 mpg UK: 44,8 mpg |
Petrol/Gasoline engines list :
| Version | Engine | Power | Top Speed | Acceleration | Fuel Consumption |
| 1.8 TFSI | 1.8 l EA888 Gen3 (CYGA) | 190 hp | 233 km/h or 144 mph | 7.9 s | 5,9 l/100 km
US: 39,8 mpg UK: 47,8 mpg |
| 2.0 TFSI | 2.0 l EA888 Gen2 (CDNB) | 180 hp | 232 km/h or 144 mph | 8.1 s | 6,5 l/100 km
US: 36,1 mpg UK: 43,4 mpg |
| 2.0 TFSI | 2.0 l EA888 Gen3 (CYNB, CYPA) | 252 hp | 250 km/h or 155 mph | 6.7 s | 5,9 l/100 km
US: 39,8 mpg UK: 47,8 mpg |
| 2.0 TFSI quattro | 2.0 l EA888 Gen3 (CYNB, CYPA) | 252 hp | 250 km/h or 155 mph | 6.5 s | 6,7 l/100 km
US: 35,1 mpg UK: 42,1 mpg |
| 2.8 FSI | 2.8 l EA837 (CHVA) | 204 hp | 242 km/h or 150 mph | 7.9 s | 7,7 l/100 km
US: 30,5 mpg UK: 36,6 mpg |
| 2.8 FSI quattro | 2.8 l EA837 (CHVA) | 204 hp | 240 km/h or 149 mph | 8.1 s | 8 l/100 km
US: 29,4 mpg UK: 35,3 mpg |
| 3.0 TFSI quattro | 3.0 l EA837 (CGWB) | 300 hp | 250 km/h or 155 mph | 5.5 s | 8,2 l/100 km
US: 28,6 mpg UK: 34,4 mpg |
| 3.0 TFSI quattro | 3.0 l EA837 (CGWD, CGXB) | 310 hp | 250 km/h or 155 mph | 5.5 s | 8,2 l/100 km
US: 28,6 mpg UK: 34,4 mpg |
| 3.0 TFSI quattro | 3.0 l EA837 Evo (CREC) | 333 hp | 250 km/h or 155 mph | 5.1 s | 7,4 l/100 km
US: 31,7 mpg UK: 38,1 mpg |
| S6 | 4.0 l EA824 (CEUC) | 420 hp | 250 km/h or 155 mph | 4.6 s | 9,6 l/100 km
US: 24,5 mpg UK: 29,4 mpg |
| S6 | 4.0 l EA824 (CTGE) | 450 hp | 250 km/h or 155 mph | 4.6 s | 9,2 l/100 km
US: 25,5 mpg UK: 30,7 mpg |
| RS6 | 4.0 l EA824 (CRDB) | 560 hp | 250 km/h or 155 mph | 3.9 s | 9,6 l/100 km
US: 24,5 mpg UK: 29,4 mpg |
| RS6 Performance | 4.0 l EA824 (CWUC) | 605 hp | 250 km/h or 155 mph | 3.7 s | 9,6 l/100 km
US: 24,5 mpg UK: 29,4 mpg |
Hybrid engines list :
| Version | Engine | Power | Top Speed | Acceleration | Fuel Consumption |
| Hybrid | 2.0 l EA888 Gen2 (CHJA) + electric engine | 245 hp | 240 km/h or 149 mph | 7.5 s | 6,5 l/100 km
US: 36,1 mpg UK: 43,4 mpg |
Diesel Engines
Diesel engines are relatively quiet. Inside the passenger compartment you can’t hear them and even from the outside it’s hard to distinguish them from the petrol ones.
It should be known that several generations of these engines have been mounted and there are some differences between them. For example, the 2.0 l TDI engine was initially from the EA189 family, but was later replaced by that of the EA288 family. The 3.0 l TDI engine, on the other hand, was initially from the EA897 family and was then replaced with that from the EA897 Evo family.
2.0 l TDI Engines
As already mentioned, the 2.0 l TDI engines mounted on the Audi A6 C7 can be of the EA189 family (for cars from the first production period) and of the EA288 family.
2.0 l TDI EA189 diesel Engine
The 2.0 l TDI EA189 engine initially fitted to the Audi A6 C7 performs very well. It is a modernized version of the engine which has solved most of the initial weaknesses. Of course, it’s not completely ideal anyway.
The Bosch CP4 high-pressure injection pump could be damaged due to the worn fuel pump in the tank. If the car has suddenly turned off while you are on the road or if the car simply does not start, in no case should you force it trying to start it several times. The diesel-free high-pressure injection pump will run dry and therefore wear out. Metal shavings caused by dry running can foul the entire injection system and damage the injectors. The injectors are not repairable (in most cases). The final repair cost will be very high.
On all engine versions, leaks may appear from under the valve cover. Often the owners consider this problem insignificant, but then regret it when the oil spoils the timing belt and it breaks.
For the rest, there may be the typical problems of modern diesels: the EGR valve that gets dirty and stops working and the DPF filter that clogs and causes malfunctions (especially on cars used mainly in the city). A 2.0 l TDI EA189 diesel engine treated well, however, manages to live more than 350,000 km (220 k miles) without fatal failures.
2.0 l TDI EA288 diesel Engine
After the restyling, the new 2.0 TDI ultra of the EA288 family arrived. These are also quite reliable, offer good performance, consume little and pollute less. Even here, however, there are some weaknesses.
Among the most famous problems are those with the cooling system pump. The pump is made of plastic and has a relatively short life.
Some engines also encountered problems with the timing belt tensioner. To solve it, you need to replace the old tensioner with a new, modernized one. Then there will be no problems again.
There have been some cases where the metal gasket under the cylinder head has blown on 2.0 l TDI EA288 engines. This can generally already happen after 100,000 km (60 k miles) due to aggressive use. In other cases it happens with larger mileages (about 150 – 200,000 km or 95 – 125 k miles). The gasket is too thin and does not hold up to aggressive revs. You will understand that this has happened when the engine starts making loud noises as if you have a sports exhaust. The cost of the repair is not low.
3.0 l TDI V6 diesel Engines
The 3.0 l TDI V6 engines mounted on the Audi A6 C7 can be from the EA897 or EA897 Evo family.
The 3.0 TDI is an engine mounted here in different power versions. As already mentioned, it can be from the EA897 family (which is in fact the second generation of this engine) or from the EA897 EVO family (considered the third generation of these engines, but it is in fact a profound modernization of the second generation).
On some Audi A6 C7s, weak versions of the engine with only 190 – 204 hp are encountered (the 190 hp version was installed on the Audi A6 Allroad). Weak versions don’t give great performance, but will have low consumption. There are also more powerful versions with good performance that offer good thrust at any rpm.
At high mileage (usually after 200 – 250 thousand km or 125 – 155 k miles) the 3.0 l TDI engine may have problems with the timing system, injection system and manifolds. In some cases, oil or coolant leaks occur.
The modernized engines of the EVO series at the beginning of production could have some “childhood” problems. For example, due to noise under the hood, the camshafts were replaced under warranty. There have been some cases of oil pump failure even before 50,000 km (30 k miles). These problems were usually fixed under warranty.
Petrol/Gasoline Engines
Petrol/Gasoline engines also have to be divided into those mounted initially and those mounted after restyling, the differences are great.
The engines initially installed were: 2.0 l TFSI EA888 series Gen2 second generation, 2.8 l FSI EA837 series and 3.0 l TFSI EA837 series.
After the restyling the situation changed: the EA888 series 3rd generation Gen3 1.8 l TFSI engine appeared, the 2.0 l TFSI engine also became the third generation Gen3, the 2.8 l FSI engine is no longer present, the 3.0 l TFSI engine is been profoundly modernized and is now part of the EA837 Evo series.
EA888 TFSI Engines
The Audi A6 C7 features two generations of 2.0 l TFSI EA888 engines: Gen2 and Gen3. The engines differ greatly both technically and in terms of reliability. Initially the 2.0 l TFSI Gen2 engine was mounted, after the restyling the Gen3 engines arrived. In addition to the new 2.0 l TFSI EA888 Gen3, the smaller 1.8 l TFSI EA888 Gen3 also appeared.
2.0 l TFSI EA888 Gen2 Engine
The 2.0 l TFSI Gen2 engines presented themselves very poorly from the start. This happened due to the haste that the manufacturer had in their design.
In addition to the short life of the timing kit, the soot in the intake that appears due to the direct injection, there are also the large consumption of oil. These are caused by the failed piston assembly with piston rings not doing their job well. In addition, there is the problem of the oil separator which stops working properly, so oil consumption can further increase.
The problem of huge oil consumption was a catastrophe, so the manufacturer did several piston modernizations to try to solve it. Precisely for this reason, there are many versions of pistons. In general, over time, the situation has improved markedly, and engines produced after 2011 can be called reliable. On the Audi A6 C7, mainly modernized engines are encountered, which perform quite well.
Ignition coils, oil pump and coolant pump will not last too long.
As for the life span of Gen2 units, it’s hard to say anything for sure. Modernized engines can even reach 300,000 km (185 k miles) without major problems if treated correctly.
1.8 l TFSI and 2.0 l TFSI EA888 Gen3 Engines
The 1.8 l TFSI and 2.0 l TFSI engines of the EA888 Gen3 series are very similar both in terms of technical characteristics and in terms of possible problems. They no longer have problems with excessive oil consumption and also the accumulations of dirt on the intake valves are gone. Accumulations of dirt are avoided thanks to a combined injection system with multipoint injection and direct injection.
Unfortunately there are periodic problems with the balancer shafts, timing chain and oil pressure. Scratches on the crankshaft are even more common than in the past. This happens due to the new oil pump which works with adjustable intensity and in some cases it can be insufficient.
Before buying an Audi A6 C7 with Gen3 TFSI engine, it will be better to check the condition of the timing chain well. The latter is reliable and has a fairly good life, but with aggressive use the risk of chain stretching remains.
2.8 l FSI EA837 Engine
The 2.8 l FSI engine is from the EA837 family. The modernized version (second generation) of this engine was already mounted on the Audi A6 C7 which in theory should have solved the old defects. In practice, however, the situation has not improved.
Buyers were confident that the naturally aspirated V6 was more reliable than the supercharged engines. Unfortunately expectations were not met. The aluminum block turned out to be quite sensitive, and the appearance of scratches on the cylinder walls is very frequent. This can happen for several reasons.
It usually happens due to a malfunction of the direct injection system which has not proven to be very reliable. Worn injectors can begin to leak and cause damage to pistons and cylinder walls. In very cold areas, starting a cold engine can be a problem: petrol washes away the oil film in the cylinders when temperatures are below -20 degrees. Obviously the lubrication is not done properly in these conditions. The catalytic converter is also not ideal: over time it can begin to break down and its crumbs can end up in the engine, as a result the walls of the cylinders are ruined. A poorly maintained cooling system can lead to overheating and detonation, which in turn will damage the cylinder walls. Due to the direct injection, soot deposits form in the intake, if this ends up in the combustion chamber, there will be great damage.
Scratches on the cylinder walls lead to high oil consumption, loss of power and smoke from the exhaust. But these are only half of the possible problems.
The second biggest problem is the very complex timing kit with 4 chains and AVS system. Around 200,000 km (125 k miles) it will almost certainly need to be replaced, its awkward position (on the gearbox side) requires complex and expensive work.
In conclusion we can say that the 2.8 l FSI engine can live a long time without problems only if it is treated with great care. Before buying a car with this unit it is advisable to do an endoscopy to check the cylinder walls.
3.0 l TFSI Engines
The 3.0 l TFSI engine fitted here is from the EA837 family. It is available in 2 versions (300 – 310 HP and 333 HP) which differ not only in terms of power, but also from a technical point of view. In fact, the 300 – 310 HP version is part of the EA837 family (first generation of 3.0 TFSI engines), but the 333 HP version is part of the EA837 EVO family (second generation of 3.0 TFSI engines). As we will see later, the EVO series has introduced some important modernizations.
The first generation 3.0 TFSI engines have the aluminum block with special coating on the cylinder walls, direct fuel injection and a Eaton compressor used for supercharging.
The main weak point is precisely the lining of the cylinder walls which fails to hold up over time and very often scratches are encountered on the cylinder walls. This leads to large oil consumption. The main culprits for the destruction of the coating are low-quality gasoline and the stress of an unheated engine. There are cases where at high mileage the catalytic converters are destroyed, so some particles can end up in the engine and ruin the cylinder walls.
Another serious problem is the lengthening of the timing chains. For some reason, on this generation of engines the engineers decided not to install check valves in the cylinder head and all the oil flows into the sump, so the camshafts run “dry” on start up and the chain stretches very quickly. It can happen even at 80 – 120 thousand km (50 – 75 k miles). Their duration also depends on the driving style.
The problems mentioned so far are very expensive to fix.
Due to direct injection, the valves become covered with dirt over time, which can lead to unstable engine operation and even burning of the valves. The solution is simple – every 30-45 thousand km (20 – 30 k miles) it is necessary to clean the valves.
The coolant pump and the high pressure pump in the injection system do not have a very long service life.
After restyling, modernized 3.0 l TFSI engines of the EVO series appeared. The 333 HP version is in fact the evolution of the 300 – 310 HP engine in which many problems have been solved. Now the cylinders have cast iron liners that do not scratch easily. So here the risk of excessive oil consumption has been minimized. At high mileages, however, the risk of destruction of the catalytic converters remains, the particles of which enter the engine and scratch the coating of the cylinders. If you pay attention to this aspect, there will be no problems.
Check valves were fitted, so now the chain lives at least 150 – 200 thousand km (95 – 125 k miles). The injection system here is combined (direct + multipoint), so the problem of the valves has also been solved.
A modernized engine of the EVO series (second generation) can live many miles if treated properly. A first generation one will be a risky purchase.
4.0 l TFSI EA824 Engines
The 4.0 l TFSI engines are from the EA824 family. These are bi-turbo V8 engines with direct injection. Already here it is clear that they are modern and complex engines, but it must be said that if treated correctly they look very good.
It is not uncommon for these engines to live even 200,000 km (125 k miles) without having fatal defects. This is quite a good result if we take into consideration the power they offer. The Audi A6 C7 with these engines can have excellent performance and in fact it is no coincidence that this units (in the top versions) are mounted on the sporty Audi RS6 versions.
However, we repeat that to ensure a long life, you need to have a lot of attention and care. The 4.0 TFSI engine can’t handle poor quality fuel, infrequent oil changes and overheating. It is advisable to change the oil at least every 10,000 km or 6000 miles (with aggressive driving, even every 5 – 7,000 km or 3 – 4000 miles) and to clean the cooling system regularly.
If these rules are not followed, scratches may appear on the cylinder walls, which will lead to large oil consumption. Infrequent oil changes or the use of low quality fluid also shorten the life of the turbines which in the worst case can last even less than 100,000 km (60 k miles).
You can encounter leaks from the high pressure injection pump. Fuel can end up in the oil and that’s not a good thing. We need to keep an eye on this aspect.
Conclusions and Advice & Tips for buying used
Buying a used Audi A6 C7 could be an excellent idea as the car is still modern and current from an aesthetic point of view and in the interior. The age of the cars for sale is not yet very great and it is easy to find an example in good condition. The risk, however, lies in the complexity of the vehicle. Before any purchase, it is strongly advisable to carry out a good diagnosis in specialized workshops.
A good car will give a lot of satisfaction with great driving pleasure and a good level of comfort. It is a German premium car that you will undoubtedly fall in love with. Also from the point of view of reliability the situation is quite good. Of course, there are problematic versions, but there are also very reliable versions with both petrol and diesel engines, both with manual and automatic gearboxes.
By following our advice, anyone will find a good car that suits their needs.
The main competitors of the Audi A6 C7 are: the sister Audi A7, BMW 5 Series F10, BMW 6 Series F12/F13/F06, Mercedes-Benz E Class W212, Mercedes-Benz CLS, Volvo S80, Peugeot 607, Lexus GS and other similar cars.
The most important thing is to find a car in good general condition.