Team-BHP (https://www.team-bhp.com/forum/)

-   Test-Drives & Initial Ownership Reports (https://www.team-bhp.com/forum/test-drives-initial-ownership-reports/)

-   -   Driven: 2015 Audi A6 Matrix (https://www.team-bhp.com/forum/test-drives-initial-ownership-reports/168768-driven-2015-audi-a6-matrix.html)

The Audi A6 Matrix Diesel has been launched in India at a price of Rs. 49.50 lakhs (ex-Delhi).



What you'll like:

• Timeless styling matched to a premium build
• Interiors are among the best in the business
• Well-equipped. Loaded with features!
• Fast DSG replaces the old + slow CVT gearbox
• Solid stability (in Dynamic mode) & excellent brakes
• 5 star safety rating. 8 Airbags & a host of electronic aids

What you won't:

• Only variants are the 4-cylinder diesel & petrol. 6-cylinder 3.0 TDI isn't even in the pipeline
• 2.0 diesel struggles to deliver at the higher end
• FWD, unlike the RWD competition. A6 has an understeer-biased chassis
• Electric power steering lacks feel & feedback
• Potential long-term issues with the DSG and air suspension

The current Audi A6 is the seventh incarnation of Audi's D segment offering. It started as the Audi 100 - the first true Audi product. The earlier Audi 80, 90, Super 90 were DKW designs, which were facelifted DKWs with Mercedes designed 4-stroke engines added (Mercedes owned Audi till 1965). The Audi 100 C1 was a secret project within the Audi team as VW seemed to be more interested in using the plant to make more Beetles. When the VW head saw the final prototype, he was so impressed that he ordered it to be put into production.


Source

This Audi 100 is close to my heart - my dad really liked it and nearly bought one, but decided on a Mercedes 220D, since it would be easier to maintain in India (it is a another story that my dad never brought the car over). 100 denoted the power output (in PS), but the cars got progressively more powerful (we all know that).

Audi has always been VW's smart brother. It has pioneered the Quattro drive system, aluminium spaceframes, aerodynamics and a whole lot more. The company has had a lot of success in motorsport.

Audi 100 C2


Source

In 1976, the C1 was replaced by the C2. This car was unique, as it was available with a 5-cylinder petrol engine. It was also available with a 5-cylinder diesel. An Avant hatchback version was also spawned. The car was a moderate success, but was regarded as the poor man's Mercedes. Audi wanted more than this. These cars used to rust. There are very few of these around.

Audi 100 C3


Source

In 1982, Audi introduced the C3. The car's unique points were its aerodynamics and fuel efficiency along with futuristic looks. Yes, its claim to fame was Ravi Shastri winning one in 1985. The unique recessed side windows and the wedge shape gave the car a lot of showroom appeal. However, the aerodynamics were achieved at a cost. The ventilation sucked unless you had air conditioning and the fuel consumption was achieved through higher gearing. As a motorway muncher, it was unsurpassed. The innovation did see Audi becoming highly regarded among the German trio, which included Mercedes and BMW. Quattro variants were available, but the car did not have the performance to really exploit the capabilities.

Audi 100 / A6 C4


Source

1994 saw the introduction of C4. It was a mere evolution, but there were powerful variants introduced. My classmate had a 2.8-litre, V6 Quattro version. It was a beast and we had a tough time keeping up with it on tight Yorkshire roads during our weekend rambling trips. Unfortunately, the car was short-lived - her son missed a bend and drove it into a river.

Since "100" no longer matched the power output, during its midlife refresh, Audi improved the chassis, tweaked the styling and renamed the car as the A6.

Audi A6 C5


Source

1998 saw the launch of the C5. It was based on an all-new platform. If the Bourne Ultimatum is anything to go by, it was a strong car to drive off a roof.
https://www.youtube.com/watch?v=9WmVHeeH8jY

The CVT box made an appearance on this car.

Audi A6 C6


Source

The C6 appeared in 2004. Although evolutionary, it was much improved in terms of dynamics. It was the first formal launch of the A6 in India. It came with various 6-cylinder petrol and diesel engine options. A V10-powered S6 version also was also introduced.

You will notice that the C4 - C6 models are merely evolutionary in terms of style. Why? 50% of these cars were sold in China. It was the default government car, so Audi were assured of volumes. Roll up to the early 2000s and BMW and Mercedes had started manufacturing and selling cars in China, so Audi needed to once again be a path-leader in products.

Audi A6 C7



Cue the C7 – The timeless styling, the much improved chassis had made it worthy of consideration. It was one of the first cars in its segment to incorporate a high level of aluminium in its body construction. All the outer panels are formed from aluminium. Instead of being one step behind its German compatriots, it was worthy as an alternative. You could do no wrong in choosing any one of the three. In Quattro form, the A6 posed a severe threat to its competitors.

The Audi A6 was available in India with a 2.0-litre, 4-cylinder diesel and a 2.0-litre, 4-cylinder, TFSI petrol engine in front-wheel drive configuration and as a 3.0-litre, V6 diesel Quattro. The 4-cylinder cars came with the Multitronic CVT box, which dulled the driving experience. With the way German car prices have shot up, the 2.0-litre diesel has been Audi's top seller. The 2.0-litre TFSI was quietly withdrawn, as also the Quattro option.

Pre-facelift, the Audi A6 2.0 TDI retailed at Rs. 42 lakhs and the A6 3.0 TDI retailed at Rs. 48 lakhs. However, discounts etc. made a mockery of the actual prices.

The A6 Matrix represents the mid model refresh. At this moment, Mercedes and BMW are busy discounting the E-Class and 5-Series. Expect the announcement of a new E-Class at the 2016 Detroit Motor Show and the successor to the F10 within a year after that. The A6 will have a tougher battle coming up. To counter this, Audi has taken its top seller, the 35 TDI and added a lot of features and raised the price to Rs. 49.50 lakhs. In effect, it is the S-Line variant that one gets abroad, along with all the optional features available for the A6, except for the foot operated boot sensor.

As Mercedes has brought major features from the S-Class to the C-Class, Audi claims to have incorporated a lot of the features from the A8 into the A6. Examples being:
1. Adaptive Air Suspension (The S-Line suspension is rumoured to be very hard, so this nullifies it)
2. LED Matrix Headlights
3. Bose HiFi sound system
4. MMI Touch
5. Rear view camera
6. Front seat adjustable from the rear
7. Leather interior
8. Navigation
9. 4-zone AC

The first two items may be of questionable value to the typical Indian buyer, with the exception of the ride quality. They might have preferred further cost reduction. Soon after we drove the A6 Matrix, Audi launched a 1.8-litre 35 TFSI version, which does not have MMI Touch and LED Matrix headlights, for a more competitive Rs. 46 lakhs. Don't be surprised if the TFSI performs better than anticipated.

Four years on, the styling still looks crisp and barely warrants a facelift. Here's a look at the changes to the exterior of the car:

LED Matrix headlamps (standard for India in 35 TDI guise, but optional elsewhere) use high-powered LEDs, which work in conjunction with a camera located behind the rear view mirror to vary the various LEDs based on objects / light sources in front:




More details on how it works over here:
https://www.youtube.com/watch?v=F4-iwuzAey4

Since our test drive was during the midday, we never got a chance to effectively check the benefits of this feature. It seems ideal for inconsiderate Indian drivers who use full beam all the time, since it reduces dazzle on sensing oncoming traffic.

It has its downside - each headlamp unit is complex and comes complete with its own cooling system. I was already on a knife's edge in case the Rs. 30,000 Xenon ballasts of my Skoda failed, but an LED failure or an accident in the A6 will easily send repairs costs into lakhs!

3D grille does not look like a beak (as on the new Q3), but has chrome accents:


You will notice that the grille no longer sits flush, but protrudes out slightly:


No separate foglamps. New bumpers increase the overall length of the car:


While I like the subtle touches at the front, I feel the rear is overdone.

Chrome strip on the boot lid. You will also notice Audi's dynamic labelling; only the TDI and TFSI moniker help distinguish between diesel and petrol:


Flatter tail Lamps with LEDs and dynamic directional sweep function for the indicators:


New rear exhaust accents:


Amazing how a change in ride height can alter the stance. You can look "cool" by driving on its lower setting, but maintain the practicality by raising the car during normal driving:


On the low setting:


Wheels are now the top-spec 18-inchers, which make the car look sportier. Ride concerns are sorted by the air suspension:

Interiors - Front:



Audi makes one of the best interiors in the business. They are well put together and just right - not spartan, but again, not flashy! Those new to a BMW might get intimidated by the iDrive and a Mercedes might overwhelm you with the array of buttons, but the Audi has everything nicely laid out. The other thing about the Audi is that it is far from claustrophobic. It gets an additional C-pillar window, which makes the cabin bright and airy.

All A6s come with full Milano leather trim. Previous A6s had Milano leather on the seat inserts only and artificial leather on the door trim, rear of the front seat and the bolsters. Our car came with the beige interior option. Red cars come with black interiors and the white cars come with a nice, mocha brown package.

The front seats are electrically adjustable - fore and aft, backrest angle and 4-way lumbar. They also have 2 memory settings. Getting comfortable is very easy. The seats can accommodate all creatures great and small. They are just right - not too hard and unyielding as in the BMW and Mercedes.

The all-round visibility is excellent and although the A-pillars are thick, I did not find them impeding my field of vision.

The steering wheel is nice and thick and a delight to hold. However, it is rather overloaded with controls and it took a while for me to understand what each one did. My VW Jetta is more intuitive. Voice control needs to understand our accents. We asked for a restaurant and got a list of petrol stations!! It is also disappointing that a car that costs so much gets plastic paddles:




Now electrically adjustable for rake and reach:


Natural wood veneer (a la Mercedes E-Class):


New instrument cluster mimics the newly introduced virtual cockpit - the map is merely projected between the dials, unlike the TT, where the speedometer and tachometer shrink:


8.5" retractable screen (it was 6.5" previously):



MMI Plus Navigation - you can use handwriting inputs instead of toggling with a thumb-wheel or similar switch. It is less distracting. This actually originated from the need to interface with Chinese characters:






Bose 5.1 audio system – although a little bass oriented, it is excellent in terms of clarity:



Audi Drive Select
Comfort mode – soft suspension setting, less steering weight and gear upshifts are smoother
Dynamic – stiffer suspension, more steering weight and gear upshifts adjusted for better acceleration
Automatic – the car adjusts to one of the above modes based on speed, road conditions, steering and throttle inputs
Individual – user can store his / her desired parameters


Interiors - Rear:

Although the rear has space for three people, it is best suited for two - the reason being the hump required for the Quattro option. The middle passenger will need to sit in a splayed stance. That said, the A6 beats the 5-Series hands down in terms of room:



The front passenger seat can be moved forward from the rear, but the seat does not do the party trick of folding into a footrest like in the A8:




There is enough room for 6 foot tall me even with a 7 foot tall driver! Legroom is brilliant. This is me with the front seat pushed all the way back!! I can still fit, although snug. Rear seat angle is a tad too upright. It is not as comfortable as an E-Class, which gets it right. Underthigh support is good, although the bottom squabs are short for me:


4-zone A/C - experience all four seasons in one car:


The 530 liter boot is well shaped:


With the rear seats folded down, luggage space increases to 995 litres:


Donut spare tyre is standard and since it has its own compartment, luggage space is not compromised:

Driving the 2.0 TDI:

The A6 has the same 1,968cc engine that powers my Volkswagen Jetta. In the pre-facelift model, it was tweaked to produce 175 BHP. Now, it has been further tweaked to develop 187 BHP and Audi claims a 7% reduction in fuel consumption. This engine is the main workhorse for the VAG group, but some issues with long-term reliability of the injectors and water pump remain:


Unlike its VW brothers, the engine is longitudinally mounted. Note the overhang:


Finding the start button is the first task. It is located on the left hand side of the centre console (a hangover from the LHS origins). You'll get used to it:


Press the start button and the seatbelts greet you with a tight grip...and then release. Basically, they are checking you out in order to calibrate the required intensity of the airbag and seatbelt tensioner in the unlikely event of an impact. Then you hear a muted hum. The car certainly does not hide its diesel heart externally. On the inside, the engine is muted with a rather dull drone. The Mercedes 250 CDI has a nice rough growl to it. The BMW 520d sounds like a bag of nails when idling, but it has a nice thrum when spinning. In the Audi, it drones. Select drive and the engine hums - it does not irritate you, nor does it inspire or talk to you. It's a bit like an engine in a ship, doing its job while you guide and navigate.

For a sedate driver or someone being driven, the car delivers well. Mid-range acceleration is very brisk, but enthusiasts will find that there is no surge, no excitement. At lower speeds, the engine has bags of torque to get the car going. Comparatively, the 520d has some lag, but when the turbo spins, it pushes you hard. The Mercedes envelopes you in bags of torque. The Audi is very linear in this respect.

Performance-wise, the engine provides adequate power and acceleration most of the time. If there is any turbo lag, the DSG hides it very well. However, when summoning speeds beyond 120 kph or asking for rapid mid-range acceleration, you can hear the engine working hard to get there. You keep getting the feeling that it would run out of breath.

For most practical purposes, the power is fine for our conditions, but keener drivers would be disappointed. The presence of the 3.0-litre Quattro might have addressed the performance at the high end as well as some of the understeer issues. If you are being driven, the current engine meets one's needs. It is muted and has enough waft to carry you forward, but there will be times that you want more. This statement is applicable to the 4-cylinder E-Class & 5-Series too.

Getting back to the DSG box, it has improved the A6 by leaps and bounds - no more rubber band effect and slow reactions of the CVT. You can be in exactly the right gear for the right situation. Upshifts are fast and gear changes are very smooth. The only issue we encountered was that the box was occasionally jerky, when we suddenly slowed down for cows and other traffic obstructions and then accelerated. This was mainly due to the car anticipating that we were stopping instead of accelerating. In Udaipur's obstacle-ridden traffic, the A6 picked up where it left off every time a cow appeared. A lot of it is due to the DSG S-tronic box being hyper responsive in these situations. Again, the car had less than 1,000 km on the odometer and was yet to learn our driving style. At higher speeds or in predictable situations, the gearbox was smooth.

As mentioned earlier, we had Comfort, Dynamic and Auto modes to play with.

We started with the Comfort mode. The steering weight was a little less. In city speeds, comfort mode is good. At high speeds, from both the front and rear seats, I found the car wallowed and the body control was poor. It floated at speeds over rough roads and one did not feel the sharp bumps, but the car felt a little wobbly. Rear passengers will find it comfortable at moderate speeds, but might get sea sick at higher speeds.

In Dynamic mode, the steering firmed up and the car felt responsive. The ride was firm and the car was much better controlled. No prizes for guessing which mode I would choose. Yes, you feel the bumps, but this was felt more at the rear, where the ride can get choppy on rough surfaces. Bottom line = Use comfort mode in the city and Dynamic mode on the highway.

Auto mode sees the car remain in Comfort mode at moderate speeds, but firming up when the car is driven aggressively. The good thing about this mode is that the car gradually switches between modes and does not act schizophrenic (switch randomly between them).

The stability of the car on highways with patchy roads is excellent. We used the Dynamic mode extensively. The car was rock-steady and one could easily cruise all day at ease. My recommendation would be to remain in Dynamic mode, but switch to Auto on roads of variable quality.

The steering has been given more weight in terms of feel than before. Hence, you get a better sensation of driving. It goes where you point, although you get very little feedback on what is happening. Basically, you cannot depend on the steering feedback for inputs when trying to throttle steer. On long fast bends, the chassis showed a very strong understeer bias. Turn in required a lot more input than required. We missed the rear end power of the Quattro, which would counter this. On gradual fast bends, we had to keep steering in order to maintain the line. On tighter bends, things might get messier. Comparatively, a BMW 5-Series will urge you into a bend and tell you exactly what happens, while a Mercedes will merely act according to your bidding. The A6's FWD disadvantage is obvious when driving hard (E-Class & 5-Series are both RWD).

We experimented with the ride height, albeit it did not make too much of a difference. As mentioned earlier, the 1.8 TSI was not announced (although we did have the specs for it in the media pack). I anticipate that, with a lighter front end, it would be more eager in the corners.

The brakes are excellent - progressive and with lots of feel.

Other Points:

• 2 year standard warranty can be extended to 5 years. As with all European cars, extended warranty is strongly recommended. Packages available:
+ 2 years (4 years in total), unlimited kms. Cost = Rs. 55,000 - 60,000
+ 3 years (5 years in total), unlimited kms. Cost = Rs. 75,000 - 80,000

• The re-introduction of the 3.0 TDI Quattro looks bleak. My guess is, ask and you might get an A8 at a discount instead.

• The A6 Matrix is fully optioned compared to the versions in Europe. The only optional extra not available is the remote sensor boot release.

• 8 airbags in all, including side airbags at the back.

• Colours available - white, grey, black, deep blue, silver & red.

• 1.8 TFSI engine is available only in Asia and Australia.

Disclaimer: Audi invited Team-BHP for the A6 test-drive. They covered all the travel expenses for this driving event.

The Smaller yet Significant Things:

Rear passengers can control the MMI with a remote that tries to replicate the main MMI controls:


Most switches get aluminium trim:


Stowage space is meagre with shallow trays and door bins:



S Line trim logos are present, but there are no signs of any Matrix (as the car is called in India) logos:


Dynamic indicator effect is based on three segments working in sequence:



Number plate illuminator gets LEDs, but interior lights get regular bulbs:


Classy chrome lugs in the boot to tie down luggage:


Bose amplifier is hidden in the boot:


Huge gap between the radiator and bumper:

Thankyou Ajmat,
That was a detailed report.

Could you please add more details of the ride height adjustment. Does it raise and lower with speed changes? What is the normal ride height vs lowered or raised?

I have driven LandRover Disco 4 and Merc S Class with ride height adjustments and would like to relate to them.

A typical Audi I'd say.

A car that pleases all but wows none. However, this time, the "please all" list will come down because of the engine options it has. Even with a driver, owners tend to get behind the wheel, mainly for fun, and during the weekends and longer drives.

My pick? The E-Class any day.

This is probably the year when all cars in the segment are long in the tooth at the same time and manufacturers are having hard time trying to convince buyers. Although the car isn't greatly changed, Audi's media blitz has made a lot of people aware of a fancy technology available on their cars. Serious buyers will probably wait it out until the next generation E class and 5 series are launched, this is the last hurrah for the current generation.

The Audi 100 C3 was the only Audi I had seen in the flesh for a long time, there is one in Cochin, think its a brown one, a transfer of residence LHD import. Nice to see it here.

A Detailed and Super Report as always. :thumbs up

If Audi can start discounting a few months down the line, can make a viable alternative to the E-Class and 5 Series before the new A6 is launched.

Ravi Shastri won the Audi in World Championship of Cricket on 10th March 1985. The World Cup happened in 1983 and not in 1984 :D

An extremely well detailed report.

I have driven the A6 pre facelift a lot, and I can clearly say that this car has no cons as such except for its limousine size.

This update is purely incremental, and does not add any real usable value to the previous edition. If i was shopping i would resort to buying the non-matrix edition (if it was an option). If these lights break.

You probably loose a few petis*( indian slang for lakhs)

There is a 20 mm difference. The suspension does not adjust with speed

Thanks, discounts will make it a chauffered VFM package

I hate cricket so never got dates right. Will make corrections

Excellent report Ajmat! It consists of everything one needs to know.

The new A6 Matrix comes out a better car in most aspects, particularly for someone looking for an excellent back seat experience alongside the snob value of the four-ringed badge. However, having driven both 2.0 and 3.0 V6 TDI variants of the A6 extensively, I can surely say that I'll miss the V6 unit. The 2.0 TDI particularly with the CVT didn't feel enthusiastic at all. But the 3.0 V6 was hands down one of the best diesel V6s I've ever driven, easily comparable to a 530d. The 2.0 lacks emotion and character of its V6 twin. And that means a lot, particularly for us enthusiasts.