Not so long ago, the Allroad was the closest thing to Audi to an SUV. Founded in the Audi A6 of generation C5 in the 1990s and early 2000s, the original car had wide-brimmed extenders, pneumatic suspension and off-road tires, and can take it off the beaten track. For God’s sake, some European models even come with a low-end equipment. It was a captivating and physically powerful thing, but while Audi was running to fill its SUV line crossover in recent years, Allroad’s call was relegated to little more than a set of tastes. And for greater or worse, the 2020 A6 Allroad follows the same path.
The A6 Allroad is one of two new cars Audi will bring to the U.S. This year, the other is the RS6 Avant, close and take my money. But while the RS6 is adorned with all kinds of fast hardware and an exaggerated taste, the modernization of the Allroad is so extreme. It stores most of its mechanics with the charming A6 sedan, and its interior is also identical.
This means that passengers are entitled to a comfortable and modern cabin with plenty of space. The Allroad gives 30 cubic feet of volume to the second row seats, more than double the trunk capacity of the A6 sedan. The rear seat folds for added versatility, and mats for all types of terrain and shipments should be held if you’re of the exterior (or messy) type.
Each Allroad A6 comes with Audi’s full diversity of information and entertainment technologies, starting with the virtual cockpit as a gift, hosted on a 12.3-inch screen right in front of the driver. It has been around for a few years, but I still think that Virtual Cockpit is one of the richest virtual meter equipment on the market, from its bright colors to its Google Earth mapping and the large amount of data available. The Allroad can rely only on Virtual Cockpit and still have a more difficult generation game than a total series of other luxury cars.
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But there’s more. In the center of the board, locate Audi’s MMI Touch Response setting, with a 10.1-inch screen on the most sensitive and an 8.6-inch screen below. The most sensitive segment is where you control the same old information and entertainment purposes: adding popular navigation, Apple CarPlay, Android Auto and a Wi-Fi hotspot, while the decreasing screen serves as a control panel for parts such as air conditioning configurations, purpose driving force assistance and more. Decreasing the demo also becomes a keyboard for a simple online search or target entry, or if you prefer, you can paint like a tablet, assuming that your typing is rarely very horrible.
Again, none of this is different from what you get in a general A6, and in fact, it’s on the outside where the Allroad has the maximum apparent changes. This car receives an exclusive frontal treatment, with a little pronounced shine on the chin and a contrasting grey layer around the wheel steps. (You can give up the butch look and get an Allroad frame color, if you like, for $1,000). By the way, keep in mind that the crossbars shown here are not popular equipment. Audi installed them in my car checks because there is a variety of active lifestyle accessories with hashtag, adding motorcycle racks, ski racks and roof boxes, much like those seen in some of the attached photos.
You only have one engine: the 3.0-liter turbocharged V6 you get in the A6 sedan, with 335 horsepower, 369 lb/ft of torque and a 7-speed dual-clutch transmission. (The 2.0-litre I4 of the A6 should not be held in the Allroad). Audi’s 48-volt lightweight hybrid generation consistently effectively smooths the inconsistency of the stop/start formula and provides additional spice for acceleration. Speaking of which, despite a penalty of 220 pounds, the Allroad equals the acceleration time of 0 to 60 mph of the A6 3.0T sedan of 5.1 seconds. On the other hand, the Allroad is a little less effective overall, estimated at 20 miles consistent with the city gallon, 22 mpg on the road and 20 mpg combined, compared to the 22/29/24 mpg of the sedan.
The key detail that distinguishes the Allroad from other A6 models, in addition to the total car, is its adaptive air suspension. Whether you’re on the city streets or on open roads, the Allroad drives like a dream, even on those decidedly giant 20-inch wheels. Auto and Comfort suspension modes keep the Allroad at 5.5 inches of free floor space, which is that of the A6 sedan, but goes into dynamic mode and the car drops 0.6 inches. The guide gets a little heavier in this dynamic setup and the throttle and guide reaction are also sharper.
Unsurprisingly from an Audi, the Allroad’s list of driving and assistive technologies is impressive, all the smart things charge extra. Adaptive full-speed cruise control with traffic lends a suspension, lane maintenance and road signal popularity are components of a $1750 package in the Premium Plus base model, while the most beloved Prestige edition unlocks a front screen, a rear cross-traffic alert, vehicle departure caution and Audi’s predictive efficiency assistant matrix that can see upcoming speed restriction settings or downhill slopes and tell you when to lift the throttle.
All those things make the Allroad a champion of road trips. On a los Angeles weekday getaway to Joshua Tree National Park, the Allroad is simply serene. The quality of the roll on the mattress is along the attriyete of the Allroad, which makes this hellish race on Highway 10 not an event. In all other respects, the Allroad rolls precisely like the A6 base, a compliment in itself. The guide is soft but precise, the dual-clutch transmission moves with a comfortable imperceptibility and the brakes are sturdy but simple to modulate.
Torque thrust is sufficient at the rear of the rev range, so there’s never a lack of force when you drive on the throttle to move at road speeds. It is useful as Satan for climbing; After wandering through Joshua Tree and the desert villages around me, I climb the mountains up to Big Bear Lake, climbing about 7,000 feet above sea level. Turbo torque is a wonderful aid at high altitudes, and it’s not a problem to take the tight forks off mountain roads. And while the air suspension allows for slightly higher rolling than the metal spring configuration of the A6 sedan, I don’t think that’s off-point in the Allroad, a style inherently designed to be more flexible.
While Allroad’s original air suspension has given it valid off-road options, I regret to say that the new one designed with precision for the adventure. Put the suspension into Allroad mode and you’ll get an additional 1.2-inch free space on the floor, which is useful for dirt roads or occasional sand trails. An additional Offroad configuration also adds 0.6 inches of suspension elevation, for a maximum frame height of 7.3 inches, but only less than 22 mph.
The popular downhill control costs a bit to have it on the steep slopes, however, it’s not that the Allroad inspires confidence to carry a giant, heavy luxury cruiser with a dirty collar. Of course, no one buys a new Allroad with a serious SUV in mind, however, other off-road cars are better configured to deal with difficult terrain. Even in its highest configuration, the Allroad has a decrease of one inch than a Volvo V90 Cross Country, or a decrease of 1.4 inches than a Subaru Outback. These cars also don’t lose capacity above 22 mph.
Another point that works opposite allroad? It’s expensive: $66,895 at checkout, adding $995 to the destination, which rises to $71,395 if you opt for the loaded Prestige. The V90 Cross Country costs $56190, adding destination, although I prefer the Swede’s look over this Audi, I don’t think Volvo’s list of onboard technologies is almost as robust. The Outback is another forged option, and a fully charged turbocharged style starts at just $40,705. Of course, the Audi comes from a bona t-faith luxury logo that offers high-end interiors, more information and more tactics on the road, but I also think true outdoor enthusiasts will care more about overall durability than stylish accessories. I mean, while browsing REI’s actual catalog of Big Bear Lake, California, I didn’t see any Audi Allroad of any kind, old or new, but Subarus was crowded.
Nor that the A6 Allroad’s biggest competitor is sitting next to it in Audi’s showrooms: the Q7 SUV, or perhaps the smallest Q5. The value of the Q7 is just above the Allroad, while offering the same luxury and generation amenities with much more area for other people and goods. Buying a van instead of an SUV is regularly a selection made more of emotion than rationality, but aside from the cooler look, it’s hard to argue for an A6 Allroad as an option for one of Audi’s most suitable SUVs.
Should I save him from buying an A6 Allroad? Absolutely not. The A6 sedan is a car, and the Allroad does not lose any of the positive attributes while adding useful features and a rough style. It’s best for daily driving responsibilities and weekend getaways. Possibly only an Allroad through the name, however, it is still a correct Audi A6.
This was originally published in Roadshow.
Gallery: Maximum number of cars likely to have primary powertrain disorders (Autoblog)
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