Audi A6 Avant 2025 review: Trusty executive estate ticks expected boxes, and there’s still a diesel option
Welcome return but hardly avant-garde
If Audi had gone through with its new naming plan, you’d be reading a review of the first ever A7 Avant and we’d have to spend some time explaining what in the world that was and why it still competed with cars such as the BMW 5 Series Touring and Mercedes-Benz E-Class Estate. Fortunately, Audi saw sense at the last moment and stuck with the tried-and-tested A6 name. While this means nothing has changed in the outside world, no doubt Audi had to set its staff the thankless task of whipping all those shiny new A7 badges off the back of vehicles already manufactured while others shredded all the printed literature mentioning the words “A7 Avant”.
We’re grateful for their efforts as it has saved us a job. Here, then, is the new Audi A6 Avant. And everyone already knows what that means.
For the sixth generation of the A6 nameplate — “C9” for the boffins who like to keep tabs on vehicles’ internal model codes — Audi is leading with the Avant, suggesting Audi still sees the estate car as important in a world gone crazy for SUVs. Don’t worry, the traditional A6 saloon is just around the corner, too, but British motorists clearly dig estates and Audi expects more A6 buyers to go for the Avant than the saloon.
You might assume that this new A6 Avant and the pure-electric A6 Avant e-tron launched last year share common underpinnings, just with different means of propulsion, but you’d be wrong. The A6 e-tron is built on a structure designed exclusively for electric motors and batteries, while the internal combustion-engined (ice) A6 Avant is based on a significant redevelopment of its predecessor’s platform, which it shares with the Audi Q5.
And while all Audis share the firm’s contemporary design language, the ice A6 is sharper in appearance than its smooth electric sibling. From a distance, the A6 Avant has the stance and muscularity of the outgoing RS 6 Avant, especially if you opt for the high-spec Edition 1 model with its 20in wheels and black exterior design package. That’s high praise indeed, though the A6 isn’t quite as overtly sporting as the old RS 6 when you get closer.
The detailing is worth poring over, however. The new A6 Avant gets an incredibly low-set radiator grille with an intricate internal design that varies by specification. Flanking the grille are wide but slender headlight clusters that of course feature cutting-edge technology. The driver can choose from seven different daytime running light signatures, which seems excessive. Quietly, an Audi insider admitted that it’s a bit of a marketing gimmick, but as none of its rivals can say they offer the same, perhaps it’s job done.
Undoubtedly, the “digital” LED technology gives the A6 a high-tech appearance. The same functionality is found at the back, where there’s also a full-width LED strip that appears red most of the time, but sections of which can change to amber — for the direction indicators — or white for reversing.
The brake lights are housed in a pair of unusual upright sections at the extremities of the car, making the back of the A6 reminiscent of the Audi e-tron GT. In another nod to style, the slope of the tailgate in this A6 Avant is flatter than on its forerunner.
In the not-too-distant past, buyers would have gone for diesel power by default but the popularity of oil burners is on the wane. BMW doesn’t even sell a diesel estate in the UK today. Audi will continue to, however, and those who spend far too much of their lives driving up and down Britain’s motorways will be glad to hear the new A6 Avant will come with a leggy 2-litre diesel option.
Thanks in part to acoustic glazing, fitted as standard, this is the quietest four-cylinder diesel we’ve experienced in an Audi. In fact, the car can move without using the engine at all thanks to its new “MHEV plus” mild-hybrid system, which is actually somewhere between a mild hybrid and a full hybrid.
Audi doesn’t quote an electric range because it’s not designed for driving at any kind of speed, but the electric motor can be directly connected to the wheels and, with 24bhp and 170 lb ft of torque (twisting force), is powerful enough for engine-off manoeuvring, as well as creeping along in stop-start traffic. That means it further enhances the refinement as you spend less time listening to the grumble of a diesel engine at times where you might hear it most.
Normally the e-motor simply assists the engine when it’s at its weakest. This works very well at low speeds where the 2-litre diesel (there are no plans for a 3-litre, six-cylinder diesel, unfortunately) is more responsive than you’d expect, though perhaps because of that the acceleration feels as if it tails off quickly. The engine’s peak figures of 201bhp and 295 lb ft therefore provide adequate rather than sparkling performance, as evidenced by the 0-62mph time of seven seconds dead. Still, it comes with an autobahn-friendly 147mph top speed, which should go down well in its homeland.
Of rather more importance to its target audience in Britain, the A6 Avant diesel can manage as high as 54.3mpg on the official WLTP test, depending on specification. We recorded a best of about 43mpg on our test drive, though admittedly spent very little time at UK-representative motorway cruising speeds, where a diesel is most at home.
Regardless of the potential economy, most A6 buyers these days are likely to go for petrol power. At launch, that means a relatively modest turbocharged 2-litre, four-cylinder engine with the same 201bhp output as the diesel. For now, we’re denied the wonders of a V6 petrol engine, though Audi has confirmed that an S6 is waiting in the wings with more than 400bhp at its disposal.
The 2-litre TFSI engine may rev more freely than the diesel but it produces less torque, at 251lb ft, which in fact is more important for acceleration — and partly explains why it takes a lazy 8.3 seconds to hit 62mph from rest.
This engine makes up for its lack of performance with refinement and general deportment, however, as it’s quieter again than the diesel. It works well with the seven-speed, dual-clutch automatic gearbox that’s standard across the board.
And the petrol car turned out to be more satisfying to drive at the launch in Portugal than the quattro-equipped diesel model (all diesel A6s sold in the UK will come with quattro four-wheel drive). Some of that was likely down to the eye-opening weight difference, as the A6 Avant TDI quattro tips the scales at a portly 2,000kg, while the petrol model is 210kg lighter. That’s like carrying around three passengers all the time.
And the TFSI definitely feels lighter on the road, with better steering, more agility and less of a sense that it’s constantly arguing with the laws of physics.
Admittedly, the comparison between the two wasn’t entirely fair as the diesel variant we tried was fitted with choice extras such as adaptive air suspension and rear-wheel steering. In theory, the latter should mean better agility at low speeds and more stability at a higher pace, but we found it to feel quite unnatural in operation, if undoubtedly competent. That’s better news than it might appear, as rear-wheel steering won’t be offered to British buyers at all.
The air suspension will be available here, though, as the most sophisticated of three different chassis setups. The S line versions get sport suspension with a 20mm lower ride height than even the A6s labelled “Sport”, though both of these are “passive” systems with no ability to adjust the damping levels.
The air suspension, meanwhile, allows drivers to adjust not only the ride height, but also the damping, and Audi’s adaptive system adds a level of sophistication to proceedings. It’s not overly firm or uncomfortable in the sportiest setting, but actually we found the standard suspension to offer a good blend of roadholding and comfort. Perhaps the air suspension can better deal with the larger wheel sizes available — as much as 21 inches in diameter.
In truth, while motoring journalists like to talk about how a car handles, the majority of buyers are probably more interested in its door handles. And specifically, what they see when they pull them open. In the case of the A6, the handles are flush in the name of aerodynamics and when you open the doors, you’re greeted by screens. Lots of screens.
This is the “digital stage” layout we’ve already seen in Audis launched over the past couple of years. In the A6 it means 11.9in digital instruments and a 14.5in touchscreen both integrated behind a single flush panel that dominates the dashboard. A head-up display can be added as part of an option package, while the 10.9in passenger touchscreen is standard on the Edition 1 model.
Visually, this is all a bit much, and there’s nothing subtle about it, but it’s certainly packed with functionality and an owner will soon find their way around what at first is a dizzying array of menus. The software seems to respond quickly, which is the least we can ask for, and the graphics are suitably expensive looking. As ever, we’d prefer if there were a few more physical buttons, especially on the (otherwise lovely-to-hold) steering wheel.
Vaguely plastic interior door handles aside, we have little to complain about in terms of interior quality and ambience. Audi calls the strip of trim running from the door cards, through the door handles and across the dashboard, the “softwrap” feature — which sounds chintzy but actually works well. It’s also a welcome relief from all the digital real estate above it. The softwrap’s prominence depends on which colour scheme you go for, though classy contrast stitching is standard.
Electrically adjustable sports seats upholstered in leather are also included, and they’re exceedingly comfortable. Oddly, the dashboard extends quite far into the cabin, though the glovebox in front of the passenger is mercifully shaped to make room for their legs.
In the back, large adults will easily get comfortable in the outer two seats. The central position hasn’t as sculpted a base and anyone sitting there must put up with a large transmission tunnel just where they’d like to put their feet. Still, there’s four-zone climate control as standard, which might help them keep their cool.
Further back, the boot lid is electrically operated (this is an Audi, so you’d hope so) and cleverly, a light is projected down to where you need to wiggle your foot to make it open when your hands are full.
The boot space isn’t as vast as you might think. The A6 Avant diesel’s official capacity is only 466 litres (against 520 litres for the equivalent Audi Q5), though the petrol version can manage 503 litres. As expected, the rear seat backs split 40:20:40 and can be folded down as needs be.
Another reason the A6 Avant will be more popular with a petrol engine is its pricing. The entry-level Sport version is £53,285 with petrol power — comparing favourably with the BMW 520i Touring M Sport (£54,445), for example — or £57,555 with a diesel engine under the bonnet. The Mercedes E-Class Estate is notably more expensive across the board, though you can spend more than £65,000 on a 2-litre diesel Audi A6 Avant (before options) if you really want to splurge.
Later this year, after the A6 saloon is unveiled, a plug-in hybrid option will be added to the range, with more than 350bhp likely and a decent electric capability. That’ll require a little more introduction than the petrol and diesel versions, perhaps, but like them it’ll be a known quantity thanks to the A6 badge on the back.
Related articles
- If you were interested in our review of the new Audi A6 Avant, you might like to read our review of the also-new Audi S5
- And we also have a review of the Audi Q6 e-tron
- Or you might also like to read our review of the BMW M3 Touring
Latest articles
- Denza Z9GT 2025 review: Flawed but sleek 1,062bhp shooting brake from BYD’s luxury arm
- Extended test: 2024 Renault Scenic E-Tech review
- Best-selling cars 2025: The UK’s ten most popular models of the year so far
- Audi A6 Avant 2025 review: Trusty executive estate ticks expected boxes, and there’s still a diesel option
- Keir Starmer eases pressure on carmakers to sell EVs in response to ‘global economic headwinds’
- F1 2025 calendar and race reports: The new Formula One season as it happens
- Ferrari 12Cilindri Spider review: Heady blend of traditional and futuristic becomes even more intoxicating after lid is removed
- Skoda reveals its fastest accelerating production car yet: the electric Elroq vRS
- Carmakers fined £461m in UK and Europe for not competing over vehicle recycling
