2012 Audi A6 vs. 2011 BMW 535i Comparison Test

2012 Audi A6 Sedan

(3.0L V6 Supercharger AWD 8-speed Automatic)
  • 2012 Audi A6 Picture

    2012 Audi A6 Picture

    By sales numbers alone, Audi has never been a dominant player in the midsize luxury sedan class, but that could change with the 2012 A6. | July 28, 2011

77 Photos

  • Comparison Test
  • 2012 Audi A6 Specs and Performance
  • 2011 BMW 5 Series Specs and Performance

BMW has defined the rules in the midsize luxury sedan class for some time now. If the executives in Munich decide the 2011 BMW 535i should be quieter, gentler and less focused on performance, we half expected everyone else to follow suit.

But Audi didn't. The redesigned 2012 Audi A6 3.0 TFSI Quattro goes through a corner like no A6 before it, accelerates hard in a straight line and feels a lot like the 5 Series we used to love. But this isn't some one-dimensional homage, as Audi has also loaded the A6 with leading-edge technology to appease modern car guys and their iDevices.

2012 Audi A6 vs. 2011 BMW 535i Comparison

And just like that, the 2012 Audi A6 has become the most desirable car in the midsize luxury sedan class, leaving the 2011 BMW 535i in the unfamiliar position of 2nd place.

I'm Your Biggest Fan
With this redesign, the A6 finally joins the A4, A5 and A7 on Audi's MLB chassis. It mounts the engine longitudinally, but places it farther back behind the front axle to lessen the sensation that you're in a front-drive-based Audi instead of a rear-wheel-drive Bimmer.

Notably, this A6 has 3 fewer inches of front overhang, which translates to less mass up front and helps the car respond more quickly to steering input. All A6s with the 3.0 V6 also get standard Quattro all-wheel drive. Its torsen-type center differential biases 60 percent of engine torque to the rear axle, so it steers more naturally under normal conditions.

Even with its all-wheel-drive hardware, the 2012 Audi A6's curb weight is within the BMW's ballpark. The use of aluminum body panels and suspension parts holds our Audi A6 tester to 4,175 pounds — just 100 more than the rear-drive 2011 BMW 535i. The two cars are within an inch of each other in length, width and height, while the BMW has an extra 2 inches of wheelbase (116.9 inches).

I Heart Forced Induction
Anyone would have a tough time coming up with an engine worthy of competing with BMW's turbocharged inline six-cylinders. The smooth, refined engines deliver the goods when you floor the throttle, while serving up a sweet soundtrack of induction noise and exhaust snarl.

The 3.0-liter N55 six in the 2011 BMW 535i uses one twin-scroll turbocharger, plus direct injection to get an easily verifiable 300 horsepower and 300 pound-feet of torque. Not only does our 535i feel great, it puts up the same acceleration numbers as the V8-equipped BMW 540i of a decade ago.

The Audi's 3.0-liter V6 engine has more low-end grunt, though, if you don't mind its industrial drone. Response is sharp off the line, and then it delivers a torque curve as broad as Montana. You don't expect performance like this from a V6 (forced induction or not) and neither do the motorists you've just blown by on the freeway.

What's more, the Audi's supercharged V6 is listed at 310 hp and 325 lb-ft of torque, but we suspect it's even more underrated than BMW's turbo inline-6s. Why? Its quarter-mile time is a half-second quicker and its trap speed was 102 mph, 5 mph faster than the 535i. The A6 is also half a second quicker to 60 mph at 5.2 seconds (or 4.9 with 1 foot of rollout like on a drag strip).

Eight Speeds for All
Both sedans use the ZF eight-speed automatic transmission (though you could order a six-speed manual on the 2011 535i). Forward gearing is nearly identical, but the sedans' final drives are different, and of course, each manufacturer uses it own proprietary software.

In their respective sport modes, both automatics upshift smoothly under full throttle and downshift with authority, not to mention matching revs to keep things smooth. In Manual mode, the A6 upshifts for you before the rev limiter, which is more of a poetic injustice than a real problem when you have an engine that's all about the midrange.

2012 Audi A6 vs. 2011 BMW 535i Comparison

The 535i is plagued by the same sluggish response to part-throttle inputs we've observed in a few other BMWs like our long-term 528i, our long-term 750i and the 2011 740i. It's hard to be smooth in city traffic, so we hope BMW will address this soon.

Red Alert: We Don't Have Pricing Parity
Although we matched the cylinder counts and transmissions on these midsize luxury sedans, our 2011 BMW 535i test car costs $60,225, while our 2012 Audi A6 3.0 TFSI Quattro comes in at $71,330.

How do we live with ourselves? Simple math. The base prices on these sedans are within $300 of each other, but this particular 535i is an austerity special. It has the Sport and Dynamic Handling packages and à la carte Dakota leather, but no Premium package, no navigation system, not even an auto-dimming rearview mirror.

If you option the 2011 BMW 535i up to the level of our A6 tester (Prestige, Sport and Innovation packages, plus the Bang & Olufsen philharmonic), it finally arrives at $71,920, a difference of $590.

Taking the Back Road to Work
For this kind of money, you want more than a nice daily driver — you want a sedan that takes you on an adventure. That's the reason we've always liked the BMW 5 Series. But this time around, we have to admit that if construction forced us onto a back road, we'd rather be in the A6.

Earlier A6s were clumsy when you got them on a good road, but this one feels light and changes directions easily. The 255/40R19 Pirelli P Zero Sport package tires certainly help with grip, but there's a solid suspension underneath this car as well. It gives the A6 excellent balance and makes you feel as if your inputs matter. This builds confidence, and when you arrive at the corner exit, you can wood the throttle and take full advantage of the Audi's AWD.

2012 Audi A6 vs. 2011 BMW 535i Comparison

This kind of feedback is what made previous 5 Series sedans so addictive, and it's exactly what's missing from the 2011 535i. The car put on nearly 200 pounds in its latest redesign and that, combined with its suspension's softer state of tune, makes for a far more isolating experience. This 5 Series still goes where you expect it to, but now you don't really know how it got there. You just assume the adaptive dampers and antiroll bars were working their magic.

The 535i also has less grip than the A6, which isn't surprising with its Goodyear Excellence run-flat tires (245/40R19 front, 275/35/R19 rear), which aren't known for their adhesion. Of course, this yields predictable results during instrumented testing, where the A6 goes through the slalom at 67.2 mph to the 535i's 64.5 mph. Skid pad results are closer, as the Audi manages 0.90g versus 0.88 g for the BMW.

I've Lost My Way
Without question, this 2012 Audi A6's electric steering is better than the setup we had in our long-term S5. The A6's steering is still overly light at low speeds, but the effort level increases in a more linear fashion when you start barreling down back roads. The steering ratio matches the quick reactions of the chassis, too. Still, we would prefer even more feedback.

Similarly, the steering feel that once distinguished the 5 Series from all other midsize luxury sedans is gone. Instead, this car has precise, electric power steering with a logical build-up in effort as you turn the wheel off-center. And that's it. Nothing wrong with it, but nothing special about it either.

Braking performance also inspires ambivalence. Pedal feel is soft in the A6, but it stops from 60 mph in 111 feet. The brake pedal is pleasantly firm in the BMW 535i, but with those Goodyears, it can't do any better than 118 feet.

Back on the Highway
We expect cars in this class to spare us every discomfort. But that's no easy task with 19-inch wheels, low-profile tires and notoriously lumpy L.A. freeways.

Although both sedans have compliant rides, there's more impact harshness than we'd like, particularly in the A6, which isn't available with adaptive dampers. Forgoing the optional Sport package suspension calibration might help, but it would make the A6 less fun through corners.

Inside, both driver seats are comfortable and supportive, but the BMW's chair is wider with an extendable seat-bottom cushion, and is therefore more accommodating for 6-foot 200-pounders.

If you're going to use the backseat, we'd lean toward the Audi, which has significantly more real-world rear legroom than its 1.3-inch advantage would indicate. In addition, the A6's narrower front seats benefit rear passengers, who have a better view out the front of the car.

Silicon Valley in Your Sedan
Technology is no longer an afterthought in sport-luxury sedans like these. Now you practically need basic computer skills just to drive them.

BMW's iDrive has come a long way on the user-friendliness spectrum, but it still reminds us of Internet Explorer: In other words, it's still a bit clunky. In the A6, corner buttons around the main Multi Media Interface (MMI) controller act as breadcrumbs, so it's easier to regroup if you've gone down the wrong path.

In addition, the BMW 5 Series doesn't have a Wi-Fi router, which is the neatest bit of tech in the 2012 Audi A6. Using a 3G connection (with a rated speed of 7 megabits per second), this mobile Internet connection adds Google Earth data to the navigation system's DVD-based street maps while providing simplified Google search for POIs. It sounds a bit over the top, but it's actually quite handy if you need to get some unexpected work done on the road and there's no Starbucks in sight.

Both cabins have rich wood inlays surrounding their tech, but the furnishings in the A6 are warmer than the down-to-business ensemble in the 535i. However, we noticed a couple ill-fitting panels in our Audi tester, while the BMW is flawless.

Are There Any Sport Sedans Left?
It's a stretch to call the Audi A6 and BMW 535i sport sedans. These are big, heavy, complicated luxury sedans, and comparing them to a seminal car like the E39 5 Series, which had a CD-based nav system and weighed 500 pounds less, seems almost silly.

Yet, the 5 Series is the car that made the midsize luxury sedan class cool, and BMW executives seem to have lost sight of that. There's nothing terrible about this softer, more luxurious 2011 535i, but it doesn't match its predecessor's braking and handling numbers, and more critically, it just isn't as fun to toss around anymore.

The Audi A6 has never been a player in this class — the 5 Series usually outsells it 4 to 1. But great things happen when an automaker has nothing to lose and this A6 feels like a winner.

This 2012 Audi A6 puts a smile on your face when you steer into a corner. And it puts one there again when you floor the throttle at the exit. This all-wheel-drive sedan is arguably a more entertaining car to drive than any of its rear-drive rivals. Sport sedan or not, the Audi A6 is now the car of choice in this category.

The manufacturers provided Edmunds these vehicles for the purposes of evaluation.

Vehicle
Model year2012
MakeAudi
ModelA6
StylePremium 3.0T quattro 4dr Sedan AWD (3.0L 6cyl S/C 8A)
Vehicle TypeAWD 4dr 5-passenger sedan
Base MSRP$50,775
Options on test vehicleAviator Blue Metallic Paint ($475); Prestige Package ($6,880 -- includes 18-inch V-spoke-design wheels with 245/45R18 all-season tires, Audi Connect with 6-month complimentary trial period data contract that includes MMI Navigation plus with voice-activated Google Earth navigation, Google Local search, real-time Sirius traffic with 3-month complimentary subscription, myAudi destinations and rolling Wi-Fi hotspot; CD changer located in glovebox, power heated, auto-dimming, manual folding exterior mirrors with memory; HD radio; MMI touch and Jukebox; front and rear acoustic parking sensors; xenon plus headlights with LED daytime running lights; four-zone automatic climate control with rear air controls; advance keyless entry; adaptive headlights; LED ambient lighting plus; Bose sound system including 630-watt 5.1 surround sound, 14 speakers and AudioPilot that adjusts volume as speed changes; front-seat ventilation, power adjustable steering column; cornering lights; S-line exterior bumpers and grille); Bang & Olufsen Sound System ($5,900 -- includes 1,300-watt, 15-speaker with subwoofer and center speaker sound system that includes Acoustic Lens technology, Digital Signal Processing and ICEpower digital amplification); Innovation Package ($5,800 -- includes adaptive cruise control, Audi pre-sense plus collision preparedness system, Audi side assist blind-spot monitoring system, LED headlights, head-up display, Night Vision Assistant infrared camera, heated, power-folding, auto-dimming exterior mirrors with memory); 19-Inch Sport Package ($1,500 -- replaces 18-inch wheels with 19-inch 15-spoke wheels with 255/40R19 performance tires and includes sport suspension and three-spoke multifunction steering wheel with shift paddles).
As-tested MSRP$71,330
Assembly locationNeckarsulm, Germany
North American parts content (%)1
Drivetrain
ConfigurationLongitudinal, front-engine, all-wheel drive
Engine typeSupercharged, direct-injected, V6, gasoline
Displacement (cc/cu-in)2,995/183
Block/head materialAluminum/aluminum
ValvetrainDOHC, four valves per cylinder, variable intake + exhaust-valve timing
Compression ratio (x:1)10.3
Redline, indicated (rpm)6,450
Horsepower (hp @ rpm)310 @ 5,500-6,500
Torque (lb-ft @ rpm)325 @ 2,900-4,500
Fuel typePremium unleaded (required)
Transmission typeEight-speed automatic with console shifter, steering wheel-mounted paddles with sport mode
Transmission ratios (x:1)I = 4.714, II = 3.143, III = 2.106, IV = 1.667, V = 1.285, VI = 1.000, VII = 0.839, VIII = 0.667, R = 3.317
Final-drive ratio (x:1)2.848
Differential(s)Center: Torsen-type limited-slip
Chassis
Suspension, frontIndependent multilink, coil springs, twin-tube dampers, stabilizer bar
Suspension, rearIndependent multilink, coil springs, twin-tube dampers, stabilizer bar
Steering typeElectric-assist, speed-proportional, rack-and-pinion steering
Steering ratio (x:1)16.1
Tire make and modelPirelli P Zero
Tire typeAsymmetrical summer, performance (39 psi cold front, 42 psi cold rear)
Tire size255/40R19 100Y
Wheel size19-by-8.5 inches front and rear
Wheel materialCast aluminum alloy
Brakes, front14-inch ventilated disc with two-piston sliding caliper
Brakes, rear13-inch ventilated disc with single-piston sliding caliper
Track Test Results
Acceleration, 0-30 mph (sec.)2.0
0-45 mph (sec.)3.4
0-60 mph (sec.)5.2
0-75 mph (sec.)7.6
1/4-mile (sec. @ mph)13.6 @ 102.0
0-60 with 1 foot of rollout (sec.)4.9
0-30 mph, trac ON (sec.)2.1
0-45 mph, trac ON (sec.)3.6
0-60 mph, trac ON (sec.)5.7
0-75 mph, trac ON (sec.)8.1
1/4-mile, trac ON (sec. @ mph)13.8 @ 100.8
0-60, trac ON with 1 foot of rollout (sec.)5.4
Braking, 30-0 mph (ft.)28
60-0 mph (ft.)111
Slalom, 6 x 100 ft. (mph)67.2
Slalom, 6 x 100 ft. (mph) ESC ON64.5
Skid pad, 200-ft. diameter (lateral g)0.90
Skid pad, 200-ft. diameter (lateral g) ESC ON0.88
Sound level @ idle (dB)41.6
@ Full throttle (dB)70.9
@ 70 mph cruise (dB)63.4
Engine speed @ 70 mph (rpm)1,700
Test Driver Ratings & Comments
Acceleration commentsStrong supercharged power right off the line and continues its strong flood of power through the quarter-mile. Transmission shifts quickly in Sport mode. Quickest run was a bit of an anomaly -- power braking in sport transmission mode with ESC off, but the upshifts were much more abrupt and lightning-quick and could not duplicate (a trick we've seen in other new Audis). Manual shifting is via paddles or console lever. Blips throttle on downshifts but will not hold gears to rev limiter.
Braking commentsNot the firmest pedal ever, and with moderate travel, but incredibly consistent and stable stops. Very little nosedive and zero brake fade exhibited in six stops. Short stopping distances, too.
Handling commentsSkid pad: Steering feels very light and unfeeling around the skid pad, and there's significant understeer, but the chassis is very receptive to drop-throttle to keep the A6 on the arc. And those summer tires clearly have a lot of grip. Slalom: There's more substance to the steering during the higher speeds and transitions of the slalom. Grippy tires give a lot of confidence to throw the car around and AWD is a real boon for exiting at full throttle. The suspension feels oddly springy, though, as you transition back and forth. Overall, a confidence-inspiring car.
Testing Conditions
Test date6/21/2011
Test locationCalifornia Speedway
Elevation (ft.)1,121
Temperature (F)68.0
Relative humidity (%)67.9
Barometric pressure (in. Hg)28.7
Wind (mph, direction)5.0, crosswind
Odometer (mi.)1,277
Fuel used for test91-octane gasoline
As-tested tire pressures, f/r (psi)39/42
Fuel Consumption
EPA fuel economy (mpg)19 city/28 highway/22 combined
Edmunds observed (mpg)20.0
Fuel tank capacity (U.S. gal.)19.8
Driving range (mi.)554.4
Audio and Advanced Technology
Stereo descriptionAM/FM/Sirius/CD Bang & Olufsen sound system with 1,300-watt amplifier and 15 speakers
iPod/digital media compatibilityStandard iPod via proprietary cable, plus 2 SDHC card readers
Satellite radioStandard Sirius (3-month subscription)
Hard-drive music storage capacity (Gb)Standard, 20GB music storage capacity
Rear seat video and entertainmentNot available
Bluetooth phone connectivityStandard Bluetooth, includes audio streaming. Optional Wi-Fi capability.
Navigation systemOptional hard-drive-based system with traffic & weather updates; 7-inch display screen (measured diagonally); uses Google Earth map data and Google search functionality via car's integrated Wifi hotspot
Telematics (OnStar, etc.)Not available
Smart entry/StartStandard
Parking aidsStandard front and rear sonar, standard back-up camera
Blind-spot detectionOptional
Adaptive cruise controlOptional
Collision warning/avoidanceOptional (system covers front- and rear-end collisions)
Night VisionOptional
Dimensions & Capacities
Curb weight, mfr. claim (lbs.)4,045
Curb weight, as tested (lbs.)4,175
Weight distribution, as tested, f/r (%)55.6/44.4
Length (in.)193.9
Width (in.)73.7
Height (in.)57.8
Wheelbase (in.)114.7
Track, front (in.)64.1
Track, rear (in.)63.7
Turning circle (ft.)39.0
Legroom, front (in.)41.3
Legroom, rear (in.)37.4
Headroom, front (in.)37.2
Headroom, rear (in.)37.8
Shoulder room, front (in.)57.5
Shoulder room, rear (in.)56.3
Seating capacity5
Trunk volume (cu-ft)14.1
Warranty
Bumper-to-bumper4 years/50,000 miles
Powertrain4 years/50,000 miles
Corrosion12 years/Unlimited miles
Roadside assistance4 years/Unlimited miles
Free scheduled maintenance1 year/5,000 miles
Vehicle
Model year2011
MakeBMW
Model5 Series
Style535i 4dr Sedan (3.0L 6cyl Turbo 8A)
Vehicle TypeRWD 4dr 5-passenger Sedan
Base MSRP$50,475
Options on test vehicleDark Graphite Metallic Paint ($550); Dynamic Handling Package ($2,700 -- includes Dynamic Damper Control variable-rate electromagnetic shock absorbers, Active Roll Stabilization (ARS) hydroelectrically actuated stabilizer bars); Sport Package ($2,200 -- includes sports leather steering wheel; 19-by-8.5-inch front and 19-by-9-inch rear V-Spoke (style 331) alloy wheels with 245/40R19 front and 275/35R19 rear run-flat performance tires; increased top speed limiter, multicontour 20-way (14-way power adjustments, 2-way power headrests and 4-way power lumbar support) front power seats; active head restraints for the front seats; memory settings for the front passenger seat, Shadowline exterior window trim); Dakota Leather ($1,450); Side and Top View Cameras ($800); Park Distance Control ($750); Sport Automatic Transmission With Shift Paddles ($500 -- includes eogjt-speed automatic transmission with shift paddles on the steering wheel); iPod amd USB Adapter ($400); Rearview Camera ($400).
As-tested MSRP$60,225
Assembly locationDingolfing, Germany
North American parts content (%)5
Drivetrain
ConfigurationLongitudinal, front-engine, rear-wheel drive
Engine typeTurbocharged, direct-injected inline-6, gasoline
Displacement (cc/cu-in)2,979/182
Block/head materialAluminum/aluminum
ValvetrainDOHC, four valves per cylinder, variable intake- and exhaust-valve timing, variable intake-valve lift
Compression ratio (x:1)10.2
Redline, indicated (rpm)7,000
Horsepower (hp @ rpm)300 @ 5,800-6,250
Torque (lb-ft @ rpm)300 @ 1,200-5,000
Fuel typePremium unleaded (required)
Transmission typeEight-speed automatic with console shifter, steering wheel-mounted paddles and sport mode
Transmission ratios (x:1)I = 4.414, II = 3.143, III = 2.106, IV = 1.667, V = 1.285, VI = 1.000, VII = 0.839, VIII = 0.667, R = 3.295
Final-drive ratio (x:1)3.077
Chassis
Suspension, frontIndependent multilink with two lower control arms and double ball joints; coil springs; driver-adjustable 3-mode variable dampers; self-adjusting, active, stabilizer bar
Suspension, rearIndependent multilink; coil springs; driver-adjustable three-mode variable dampers; self-adjusting, active, stabilizer bar
Steering typeElectric-assist, speed-proportional rack-and-pinion power steering
Steering ratio (x:1)17.1
Tire make and modelGoodyear Excellence
Tire typeAsymmetrical summer, run-flat (35 psi cold front; 38 psi cold rear)
Tire size, front245/40R19 94Y
Tire size, rear275/35/R19 96Y
Wheel size, front19-by-8.5 inches
Wheel size, rear19-by-9 inches
Wheel materialCast aluminum alloy
Brakes, front13.7-inch ventilated disc with single-piston sliding caliper
Brakes, rear13-inch ventilated disc with single-piston sliding caliper
Track Test Results
Acceleration, 0-30 mph (sec.)2.2
0-45 mph (sec.)3.7
0-60 mph (sec.)5.7
0-75 mph (sec.)8.3
1/4-mile (sec. @ mph)14.1 @ 96.8
0-60 with 1 foot of rollout (sec.)5.5
0-30 mph, trac ON (sec.)2.6
0-45 mph, trac ON (sec.)4.3
0-60 mph, trac ON (sec.)6.5
0-75 mph, trac ON (sec.)9.1
1/4-mile, trac ON (sec. @ mph)14.5 @ 97.1
0-60, trac ON with 1 foot of rollout (sec.)6.1
Braking, 30-0 mph (ft.)29
60-0 mph (ft.)118
Slalom, 6 x 100 ft. (mph)64.5
Slalom, 6 x 100 ft. (mph) ESC ON63.3
Skid pad, 200-ft. diameter (lateral g)0.88
Skid pad, 200-ft. diameter (lateral g) ESC ON0.85
Sound level @ idle (dB)42.4
@ Full throttle (dB)69.1
@ 70 mph cruise (dB)61.6
Engine speed @ 70 mph (rpm)1,800
Test Driver Ratings & Comments
Acceleration commentsWide range of launch characteristics (and times) among the "Normal" mode (in the car's Driving Dynamics Control menu) in Drive, the "Sport+" mode in Sport Drive and the "Sport" mode in Manual with traction control disabled -- each is progressively quicker (when done right, that is). Not much torque down low, so it prefers to leave with at least 2,000 rpm. (By the way, it does hold a gear in Manual mode.) Upshifts at redline were quick and smooth. Matches revs on manual downshifts.
Braking commentsVery little drama; fade was never an issue and there was minimal dive. Typically firm BMW pedal, but distances seem longer than they should be (or were a generation ago).
Handling commentsSkid pad: Steering no longer feels "like a BMW," or at least not like a BMW used to. Sort of spring-loaded and numb compared to what it once was. It's still precise. Found some turbo lag in 3rd gear at low revs, so changed down to 2nd for better throttle response/control. Slalom: Stays remarkably flat (likely thanks to the active antiroll bars), but the front-end grip (or lack thereof) limits this car's potential. I could imagine a 66-67 mph run with grippier tires. Steering also feels less direct than I expected while remaining precise.
Testing Conditions
Test date6/21/2011
Test locationCalifornia Speedway
Elevation (ft.)1,121
Temperature (F)77.9
Relative humidity (%)49.2
Barometric pressure (in. Hg)28.7
Wind (mph, direction)4.1, headwind
Odometer (mi.)7,311
Fuel used for test91 octane
As-tested tire pressures, f/r (psi)35/38
Fuel Consumption
EPA fuel economy (mpg)19 city/28 highway/22 combined
Edmunds observed (mpg)23.3
Fuel tank capacity (U.S. gal.)18.5
Driving range (mi.)518
Audio and Advanced Technology
Stereo descriptionAM/FM/CD stereo with 205-watt amplifier and 12 speakers
iPod/digital media compatibilityStandard auxiliary input, optional USB port with proprietary cable for Apple devices
Satellite radioOptional (1-year subscription to Sirius)
Hard-drive music storage capacity (Gb)Not available
Rear seat video and entertainmentOptional
Bluetooth phone connectivityStandard
Navigation systemOptional hard-drive-based system
Telematics (OnStar, etc.)Standard BMW Assist (no charge for first 4 years, then $199/year)
Smart entry/StartOptional -- ignition, doors, trunk
Parking aidsOptional front and rear parking sonar; optional rear-, side- and top-view cameras
Blind-spot detectionOptional
Adaptive cruise controlOptional
Lane-departure monitoringOptional
Collision warning/avoidanceOptional
Night VisionOptional
Driver coaching displayStandard
Dimensions & Capacities
Curb weight, mfr. claim (lbs.)4,056
Curb weight, as tested (lbs.)4,077
Weight distribution, as tested, f/r (%)51.4/48.6
Length (in.)193.1
Width (in.)73.2
Height (in.)57.6
Wheelbase (in.)116.9
Track, front (in.)63.0
Track, rear (in.)64.1
Turning circle (ft.)39.2
Legroom, front (in.)41.4
Legroom, rear (in.)36.1
Headroom, front (in.)40.5
Headroom, rear (in.)38.3
Shoulder room, front (in.)58.3
Shoulder room, rear (in.)56.2
Seating capacity5
Trunk volume (cu-ft)14.0
GVWR (lbs.)5,159
Payload, mfr. max claim (lbs.)1,036
Warranty
Bumper-to-bumper4 years/50,000 miles
Powertrain4 years/50,000 miles
Corrosion12 years/Unlimited miles
Roadside assistance4 years/Unlimited miles
Free scheduled maintenance4 years/50,000 miles
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Edmunds Insurance Estimator

The Edmunds TCO® estimated monthly insurance payment for a 2012 Audi A6 in VA is:

$131 per month*
* Explanation
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