Audi is playing its part in saving the wagons by giving the A5 Avant a bigger brother. We mean that in more ways than one since the new A6 Avant (“C9”) seems like an upsized version. That’s not a bad thing, as both wagons look great, although more variety wouldn’t hurt. Curiously, the next-generation A6 debuts strictly as a wagon, but the traditional sedan body style will follow next month. In the meantime, the long-roof model takes the stage.
Using a brown car for the press images is an interesting choice, although it is not necessarily our cup of tea. Separately, our colleagues from Motor1 Germany spent quality time with a black A6 Avant, which also had those dark Four Rings, front and rear. As you may recall, the car wasn’t initially supposed to carry this name. The Ingolstadt-based marque had intended to rename it A7 Avant as part of a revamped nomenclature with odd numbers for combustion cars and even numbers signifying EVs. That strategy has already been dropped.
Photo by: Audi
Unlike the fully electric A6 Avant E-Tron, it skips the split headlight theme that has become trendy among automakers in recent years. We can’t help but notice the radars/sensors on the lower part of the grille, wishing that one day, car companies will find a better way to integrate them. At the back, the exhaust tips are very much real, with Audi saying it will no longer install fake exhausts on its cars. Good riddance.
With a drag coefficient of 0.25, the A6 Avant is the most aerodynamic Audi wagon with a combustion engine ever. The electric E-Tron estate we mentioned earlier is even more slippery, with a cd of just 0.24. In Europe, the base model will sit on 18-inch alloys, rising to 21-inch forged wheels with a tri-color design for the fancier versions.
Compared to the previous generation, the new A6 wagon has been stretched by 2.3 inches (60 millimeters) to 196.4 inches (4.99 meters). The wheelbase measures 115.2 inches (2927 millimeters), virtually identical to its predecessor. Excluding the mirrors, the width is just under 74 inches (1.88 meters), matching the outgoing “C8” generation.
Photo by: Audi
Hopping inside, you’d be forgiven for thinking we’ve accidentally added images showing the A5 Avant’s cabin. Once again, the two seem cut from the same cloth, right down to the optional 10.9-inch passenger screen. The 14.5-inch infotainment and 11.9-inch digital driver’s display are the same size as on the A5. However, there are some things we can’t see, such as the extra sound insulation versus the old A6, up by 30% without a weight penalty. The engineers went the extra mile to seal the windows and doors more tightly than before while adding optional acoustic glazing for the rear doors.
The A6 Avant has newly developed engine and transmission mounts to lower noise and vibrations. Audi also tweaked the dual-clutch automatic transmission’s gear teeth to diminish the noise the S Tronic’ box makes. Additionally, cars ordered with 19-inch wheels or larger get noise absorbers with foam rings to reduce the air vibration within the tire.
Depending on the version, the A6 Avant can swallow up to 17.7 cubic feet (503 liters) of cargo behind the rear seats, with a standard rail system for extra practicality. Fold the 40:20:40-split bench, and the volume jumps to 54.1 cubic feet (1,534 liters). Even the base model gets an electric tailgate as standard, along with a projection light under the bumper that shows where the foot gesture must be made to open/close the tailgate.
Photo by: Audi
Making the most out of the generous roof, the large panoramic glass goes from transparent to opaque at the press of a button. It has nine segments that form different patterns, alternating from transparent to opaque. Audi calls this feature a “digital curtain,” giving owners the ability to choose from flooding the interior with light, creating a sunshade, or a combination of both.
The entry-level 2025 Audi A6 Avant in Europe has a turbocharged 2.0-liter gasoline engine with 201 horsepower and 250 pound-feet (340 Newton-meters). The four-pot works on an updated Miller cycle and sends power exclusively to the front wheels since you can’t opt for Quattro. A more economical 2.0 TDI with mild-hybrid technology makes an identical 201 hp but more torque, at 295 lb-ft (400 Nm). The diesel engine can be had with front- or all-wheel drive.
For extra oomph, there’s a bigger 3.0-liter V-6 with 48V tech for the top model carrying an A6 badge. It makes 362 hp and 406 lb-ft (550 Nm), which just so happens to match the muscle delivered by the new S5 Avant. With the six-cylinder engine, the new A6 Avant takes 4.7 seconds to reach 62 mph (100 km/h) from a standstill. Flat out, it’s electronically capped at 155 mph (250 km/h).
As you can imagine, the four-cylinder models are far slower. The gas model sprints in 8.3 seconds. The diesel takes 7.9 seconds, or 7 seconds flat if you spring for Quattro. The top speed for the four-cylinder configurations hovers around 149 mph (240 km/h). Logic tells us a new S6 Avant is planned, ideally shortly followed by a next-gen RS6 Avant. We’re keeping our fingers crossed that the brawny V-8 survives another generation.
Other goodies worth mentioning include rear-wheel steering, adaptive air suspension, and brake-by-wire. At an additional cost, the V-6 version can be equipped with a Quattro Sport differential to fully distribute torque between the rear wheels, sharpening handling and delivering a more tail-happy driving experience. The MLB Evo platform is gone, replaced with the Premium Platform Combustion (PPC), which its A5 sibling also uses.
Audi is opening the order books in Europe this month. At home in Germany, math starts at €58,000 with the four-cylinder gas engine. The diesel kicks off at €61,700. Production takes place at the Neckarslum factory, alongside the mechanically related A5 Avant. Don’t hold your breath for another sleek A7 Sportback because the swoopy derivative will not be renewed.
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Source: Audi
