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Lo and behold! sgCarMart kickstarted its very own SGCARMART REVIEWS on the 3rd of November with the new Mercedes-Benz CLA with Julian from the Editorial Department (some of you may find him familiar from MCF events) and cool kid James from Marketing. We're now on episode 2 with the Skoda Octavia RS 245! We're still new at this so don't forget to show some love! Like, subscribe and leave your comments on our Youtube channel! Let them know what cars you want them to review next. 💟

I drive a lot through Europe, more specifically Germany and surroundings. Couple of points....... driving into France may cause an issue as you could need coins for road toll fees. If you plan to drive into Switzerland, your car needs to have a separate Road Tax label, given they are not part of Europe. The rest is pretty much okay, no need passports, customs checks or anything and you'll hardly notice sometimes you've crossed a border. I do remember, however, even part of EU, Croatia had a road border and needed me to queue and show passport - like our causeway as it was the weekend, long queue. The autobahns are both safe, and highly dangerous - there was just three multi-car crashes within 1.5kms over the weekend when weather changed. Most of the time I am hover around 160-170kph on unrestricted roads as traffic is heavier now than years back, especially true on A6 and A3 with E.EU trucks. The A9 south of Nurnberg can be quite quiet and can sit at 200-220kph but depending on what car you get, this can be more stressful than it's worth. I got a BM330cdi, MB E-class, and Audi A6 Avant and was easy, but far from it in the 3-cylinder Focus Stationwagon. In a 1-series M-Sport it was also not that great so sensibilities must reign, head over heart. Be careful of where speeds limits are introduced on the autobahn, police are harsh and more so in construction zones. Oh, also....... coins for a wee at rest stops.

Hey guys, been a long time since I've been active here, but you know what? I've been brewing a car taxation plan in the back of my mind for months, just never sat down to write it out. We all know the legendary COE and many of us by now have already said it needs a do-over, even the polimakers are starting to say something about giving it a do-over. But always without reconsidering what classifying cars should be. Since I'm never gonna get into the "job" of public service, here's my comprehensive... uh... suggestion? You wanna tl;dr? Fine, I'll leave one at the end. Total COE Restructure Let's start with the headliner, which is always our iconic certificates (we know our car don't last forever, because of COE). Since its inception, the COE has, for consumers, been fundamentally separated into categories A and B, which for now I will focus on. As a reminder; Category A represents passenger vehicles up to 1,600cc or 130hp (97kW), and Category B is just... anything over that, making the assumption that B category vehicles are inherently larger or more luxurious vehicles. Now, the main proclaimed goal of COE is managing the vehicle population, and ostensibly managing road congestion by limiting the volume of cars. With that stated intent in mind, who agrees that a car's power output and displacement has any real bearing on its ability to create congestion? Would ten buses cause more congestion than ten Golf Rs in the same stretch of road? Would ten Cat B Golf Rs cause more congestion than ten Cat A Golf (....what's it called now? 90TSI? Scrap that too) Ten buses would definitely block more road than ten Golfs, EA888 or not, but of course the counterpoint is that ten buses holds many times more people than ten Golfs, or even the equivalent number of Golfs in terms of length. Redefining the Categories... on Size. So my suggestion is, actually, quite simple - let's redefine COE categories based on the physical size of vehicles. This is easily accessible information, I cannot think of any car that you cannot get dimension information for, and if you really can't, there's nothing stopping the homologation department from breaking out a tape measure. I don't think I want to arbitrarily define numbers I think are suitable for separating Category A and B at the moment, but... If we consider trends, I'd say a comfortable position for Category A is 4,700mm long and below, as most "compact" sedans today remain in the ~4,650mm long range, and plenty of small hatchbacks are well low that. (Isn't it ridiculous that a 2020 G20 3-series now is longer than the 1994 Mazda Capella/626?) Anyway, keeping things simple would be using length, because that is usually what really determines how much space a car needs on a road. I consider 4.65m a median of sorts, 4.7~5m the range locals traditionally consider a large family car, and that anything over 5m, nobody is going to call that small. Cars under 4.4m are typically the 'small' ones today, you'd be hard pressed to still find something under 4m. Again, keeping it simple, if we were to retain a binary classification, Category A could be below 4.7m and Category B anything longer than that. Alternatively, we can expand it a little to include overall footprint, by taking length x width of the car, but given that lanes are lanes and people aren't supposed to be driving across two lanes, it occurred to me while writing this that that's really a little unnecessary, plus it makes it a tad harder to account for capacities. Long story short though, is let's just redefine COE categories based on size/length of a car, not its engine power/displacement, which no longer has any real direct bearing on its state of luxury, economy, efficiency, or, most importantly, physical size. COE Incentive for Family Vehicles With Singapore's infamously small land area, there's a consistent push for car sharing, reducing the number of individual vehicles, increasing the person per vehicle, and so on, but there's also a consistent and very unhappy demographic of families that for practical purposes need a vehicle on demand for themselves to manage their children. Yes, you can bring your kids on a bus, but with a stroller and all the like, managing a potentially rambunctious or easily upset child whilst carrying a baby or other nightmare scenarios, you can imagine all of that, and there are plenty of little articles about why families scrounge everything they can to afford a car even with the wide availability of ride hailing and our celebrated public transport. (Simply don't Go aside) By their nature, a sportscar, two seaters especially, have less capacity for transporting and are traditionally the domain of luxury, and rarely sit in the lower price classes. But at the same time, a tiny convertible like a Daihatsu Copen may be really just a recreational vehicle for two, but it takes up virtually no road at all compared to a Toyota Fortuner. With this in mind, I'd propose that any vehicle with less than five seats incur a COE multiplier - it should cost more to own a vehicle of this type, but it should still be in accordance with its size. As such, a 7-seater, which has the capacity to hold more people, and is often a choice made to accommodate a growing family, should be incentivized - it should have a COE reduction. Of course, it's always going to be true that cars spend a lot of time with less than their entire capacity filled, but there's really not a whole lot we can do to mitigate that. But the fact is that placing a Polo GTI in the same taxation category as a Nissan X-Trail, or a bus-lane demanding Aventador, is antithetical to the system's intent. Many of the times a family that really could do with a vehicle are the ones who are suffering the most from sky high COEs, whereas we know by now those who can afford their fifth Porsche don't really care too much about an extra $20k. Short version: COE classification based on size of the car COE Penalty for impractical sports vehicles with less usable seats COE benefit for practical family vehicles with more usable seats But hold on, why again do we need to fuss so much? The COE system has been unfairly cruel to the folks who can arguably need vehicles the most, and at real worst an annoyance to rental/fleet companies and affluent individuals with the means to own multiple cars. There needs to be a real restructuring to allow more cars to be used by these young families who struggle in many ways because they see cars as a necessity even with all their 'alternatives', while taking more from those who are ordering their third Cayman. Size is the thing that implicates congestion potential the most, and instead encouraging a population of many small cars, two Jazzes can hold five people (even if in relative discomfort) each compared to four in a standard S-class, while taking up only marginally more effective space on the road. A Prius makes barely over 130hp and gets shoved into Cat B, but who's gonna say a Prius is appreciably more luxury than a Corolla Altis? Power and displacement has long been detached from a car's class, but physically larger cars often really do be more inefficient and luxurious - compare, say, again, an Audi A1 to an Audi A6. You can have both with the 1.4TFSI engine, but the A4 is noticeably better built on the inside. Even accounting for the tune increase, the Cat B A4 1.4 is much less efficient because it weighs more. Then you have the obviously ridiculous Mercedes Benz MFA180 spec, (A180, B180, CLA180, etc.), which previously came with the M270 "RED" engine, RED standing for reduced - that brought the 1.6L engine from MFA200 specs of around 155hp to the Category A 130hp to allow the premium brand to sell Category A vehicles here. The thing that's widely ignored is that the Cat A "RED" engine is not only less powerful, but less efficient, both in the claimed numbers and in real use. A more recent example is the 2023 Honda Civic Turbo's local exclusive Cat A 129hp tune, a substantial reduction from the engine's normal 180hp variant, without being appreciably more efficient, and even before that KM is one of just 8 territories where the ancient 1.6L engine was recycled one more time for the 2017 Civic tenth gen. Many hybrids produce over 130hp but are more efficient, but automatically get discouraged by Cat B. I'll reiterate this point, but to summarise this section; The current COE structure is outdated, nonsensical even at its inception and does not keep cars affordable for lower income families who need them to better manage their children in their busy lives, an increasingly vocal demographic that we weigh all our hopes on. Managing one kid and one stroller on Bus MRT Walk is tough enough, but our population won't grow when it's so hard to care for your children. Plus, the absurd choice of metrics of power output and displacement to classify vehicles discourages innovation in powerplants that we seriously need for reducing the gasoline footprint, resulting in a larger population of cars with outdated engines. The World's Most Expensive Cars... with the lowest specifications We already know we have the most expensive cars in the world, but have you noticed we have the lowest specced cars in the world too? Why? ARF. The ARF taxation is why you pay for your car's value, at minimum, twice over - a car's ARF, before "incentives", is 100% of a vehicle's OMV, and gets worse from there. As such, higher spec vehicles incurring higher OMV incur higher ARF. This of course makes sense from the standpoint of taxing luxury, but it also means that dealers, with their immense margins, are not willing to bring in vehicles that are well equipped. Consider Citroën under C&C, which has for whatever reason decided that the storied French nameplate should be a lower cost brand. Their latest lineups have been exclusively brought in with pretty barebone specifications, lacking even electric seat options. "Premium" Automobiles has been perhaps the most depressing offender to me personally, with their hypocritical name - their cars routinely lack any manner of technology that befits Audi's slogan, just a few of the most obviously visible ones for "wow" factor - Virtual Cockpit for example was hyped early on. Due to the expensive taxation via ARF, batch homologation and lack of flexibility in bringing in cars of individually customized equipment levels, the dealers are largely discouraged from importing vehicles with full equipment lists - as someone who personally wants a car with all the trimmings, this has been a long running frustration of mine. Audi's presense active safety/assistance suite is available on...... I don't know, which? Only the A8? The Q8 doesn't even have the sunglasses compartment and lined interior visors, for crying out loud. You can get all of those on... a Skoda Octavia. For far less. Why do I care so much about these features? Because many of these are safety technologies that are being exorcised from premium cars, safety technologies I was one of the earliest to adopt. I've a 2015 model year vehicle featuring adaptive cruise, blind spot warnings and lane keeping assist, four years before these features have reached Singapore's mainstream. And you still struggle to get these as standard on an Audi, a BMW, or a Mercedes. Even though they're widely available from mainstream brands now (Peugeot, Toyota SafetySense, Honda Sensing, Subaru Eyesight, Mazda has it too, so on), the premium marques don't offer adaptive cruise or their full safety suites, at best a cut down variant. PML BMWs have begun to have Driving Assistant across all cars, but this is limited to camera based front active city braking, blind spot warning and lane keeping, you are still denied RADAR based active cruise. And the PA imported Audi S3 in 2019 did not come with a reverse camera. I want an upgrade, not a downgrade. There needs to be more emphasis on safety technologies and not "wow" technologies, and dealers need to start offering smaller vehicles with premium equipment lists. What's a solution? Obviously this problem also lies with dealers and consumer mindsets, the desires always to cut corners on our already expensive cars, and I think it's fine that we should have to pay more for options like Virtual Cockpit, or Alcantara trim. But I think we need to stop compromising on safety technology. This is to me, non-negotiable at this point. In other countries across the world, many marques have begun offering these features as standard. Hold on, you might say, why does it matter so much? I don't need this stuff, I drive fine. So in the eight years I've been driving my beloved Mondeo, I've used Adaptive Cruise nearly every journey... But I've had the emergency brake intervention trigger only twice. I was sleepy. You will never be driving in 100% perfect condition every day of your life. We already say we've got some of the worst drivers, the most kiasu, the most impolite, and my Mondeo isn't shy about warning me that I'm less than two seconds of following distance to the car in front (I have sensitivity on high for pedestrian detection), but what's to say we can't reduce the number of accidents with these features? Side anecdote, I'm still baffled by how seven cars can have a chain collision in the middle of the highway, an empty highway during Circuit Breaker, in broad, clear daylight. What kind of absurd scenario causes that? Yes, it'll make the cars more expensive, as these aren't without a cost, but can you imagine how much less we'd lose in time and money if we had virtually zero accidents across our roads? Less congestion, less time wasted, less fuel burnt in traffic jams, no need to waste TP resources dispatching to manage the scene, less money spent on EMAS recovery. Less money lost on people idling in a jam. So I propose that there be a discount incentive for safety technology equipment on cars. Say, a $500 incentive for forward collision detection. $500 off for Blind Spot warning. $250 off for adaptive headlights. $250 off for seatbelt airbags (my Mondeo didn't come with them, sadly) Something like that. I also think, really, we should consider making it possible to fine someone extra if they were involved in an accident while driving with that feature disabled (if equipped, obviously), or at least if I were an insurance officer I would probably increase the person's excess for that incident. The legislation has long been discouraging advanced technologies and our cars have been routinely some of the worst equipped in the world, while the COE system somehow results in some of the most inefficient powerplants reaching us. You might have noticed I didn't specify a discount on ARF, which has long been the typical means of providing incentives, notably through the EV early adopters incentive and the CEVS rebate. That's because anyone who knows ARF knows that ARF is what determines your PARF rebate, more commonly known as scrap value. The PARF rebate depreciates linearly from 100% ARF to 50% over the ten years of the car's original COE, which means that every $1,000 discount on ARF is really a $500 loss to your PARF rebate. Which is why cars, particularly EVs, that have high CEVS rebates, have spectacularly poor depreciation rates. (See, for example, SGCM's BMW iX3 vs X3 faceoff) Incentives need to be serious, and to be really serious about being an incentive they need to not take from the consumer's back pocket. I also suggest we start incentivizing real hybrids, and plug-in hybrids. In a meaningful way. Tons of dealers have started offering mild hybrids, which just include a small booster battery that helps start from a standstill. These do not confer any real efficiency benefit overall. Plug-in Hybrids are expensive now, but deserve to have more penetration. I asked many a dealer, why are you not offering PHEVs? The answer? Nobody wants them. My response; nobody I've asked knows they exist. Dear dealers, you make the markets, not the consumers, in Singapore. Do us better. I suddenly got really sleepy at this point, so I'll maybe elaborate in another post. All the essential info's above. But what else do I think I want to throw in? The diesel duty raise. That was dumb - commercial vehicles are the most frequent user of diesel, and increasing their cost to run has undoubtedly lead to delivery and freight costs rising and reaching the consumer. Rental companies propping up COEs with their indifference to high COE prices? Supposedly doesn't happen, but I doubt that. Almost definitely has to be happening, and then those cheap grade low spec cars get dumped on the preowned market exacerbating the problems I described. Not to mention that expensive COEs lead to more use of rental vehicles, which the rental companies can price up to recover their costs...? Makes for a self-sustaining cycle. Anyway, as promised, tl;dr; COE current system of displacement/power is dumb (and was dumb in 1990), change classification system to be based on length. Discount COE for more than 5 seats, penalty for less than 5 seats Revise ARF/add incentives for safety technology to encourage safer cars Revise incentives to encourage more efficient gasoline cars, not just EVs, because EVs are still not ready

Still registered to the Audi A6 as of today. Time to make a report to LTA.

Looks like BMW. According to google image search it is Audi A6

At the first glance, I can't tell that it is a all new generation... 50 TDI Quattro S Line

Wet dream for wagon lover... The Avant E-Tron shares the same dimensions as the earlier A6 Sportback E-Tron Concept. Both are 4.96 meters long, 1.96 meters wide, and 1.44 meters tall. The difference is in the rear styling where the Avant has a more angular roof to make room for the larger cargo area. The result of this sleek look is a 0.24 drag coefficient, versus 0.22 for the Sportback. The A6 Avant E-Tron Concept rides on the Premium Platform Electric (PPE), which is also underneath the forthcoming Q6 E-Tron crossover. It has an electric motor turning each axle for a total output of 469 horsepower (350 kilowatts) and 800 Newton-meters of torque. Audi isn't disclosing the exact battery capacity but indicates the figure is around 100 kilowatt-hours. The 800-volt, 270-kilowatt recharging capacity allows for getting 300 kilometers of WLTP range within as little as 10 minutes. Less than 25 minutes is necessary to take the pack from 5 to 80 percent. Depending on the powertrain, the production A6 Avant E-Tron would be able to reach 100 kilometers per hour in less than seven seconds or as quick as "well under four seconds" for high-performance models, according to the company's announcement. A rear-drive version of the electric A6 Avant would be capable of 700 kilometers on a charge.

Audi claimed that this concept is 95% representative of the final model, and the production model is expected to be unveiled in the 2nd half of 2022. Anyone noticed something familiar? Audi is resolutely pushing ahead with its "e-volution" towards electric mobility and have just unveiled the forerunner of an innovative family of fully electric, production cars - the four-door Audi A6 e-tron concept - at the Auto Shanghai 2021 show. A completely new technology architecture, the "Premium Platform Electric," or PPE for short, will serve as the technology platform for these vehicles in the future. For its part, the PPE technology will ensure that what the car's lines imply is actually translated into dynamic driving performance and everyday suitability befitting use as a primary vehicle. Specifically, this means that depending on the selected drive system and model version, an Audi A6 e-tron is expected to boast a range of more than 700 kilometers (based on the WLTP standard) in the future - and the most powerful members of the family will sprint from 0 to 100 km/h in less than four seconds. The combination of safety features and aesthetic design has always been of particular importance to Audi. That's why the small, high-resolution projectors also display warning symbols on the ground - to warn a bike rider that the car door is about to open, for example. Another four high-resolution LED projectors - inconspicuously integrated into the corners of the vehicle - generate turn signal projections. The design of these projections can be modified to address different markets and approval regions as required. The Digital Matrix LED front headlights achieve almost cinematic quality. If, for example, the Audi A6 e-tron concept is parked in front of a wall during a break to recharge the battery, the driver and passengers can pass the time playing a video game projected onto it. Instead of on a small screen in the cockpit, they'll see their respective game's virtual landscapes projected onto the wall in XXL format - and all this via the Digital Matrix LED headlights. Players can stand next to or directly in front of the vehicle for a particularly good view of the game, which is several meters wide. OK, back to my question at the start of the post...

Hi All, Just got the Audi A6 about a month ago. Something confusing about the Audi drive select. When it is set to comfort mode sometime the gear shift changes to "S" mode instead of remaining in "D" mode. When i select and set to "Dynamic" and the gear shift changes to "S" but occasionally changes to "D" on its own even when in "Dynamic" mode. It is all very confusing. Audi Drive select does not seem to be consistent. Or is my unit having some issue? Sometimes in "Comfort" mode the car responses well and stays silent but sometime becomes draggy and engine loudness is noticeable.

Hi guys, I was about to commit a second hand about 2 years old A6 1.8 TFSI Ultra Edition. What is the pros and cons of this car? Tried searching but to no avail. Seems like there not much mentioned. Also, do you guys know how to differentiate the Matrix headlight? Heard that this is a very expensive option. Any comments and advises are welcome. Many thanks in advance.

2019 Audi A6 Allroad Quattro 20 years after its debut, the fourth generation of the Audi A6 allroad quattro is being launched. With the standard all-wheel drive, adaptive air suspension and increased ground clearance, it is just as much at home on the road as it is off. The powerful V6 TDI engines offer ample pulling power for up to 2.5 tons of towing capacity. Thanks to its distinctive look and even more customized equipment options than the predecessor, the A6 allroad quattro appeals to customers that appreciate the combination of powerful design, extraordinary versatility and high comfort. The Audi A6 allroad quattro: the big all-rounder from Audi The A6 allroad quattro is now entering its fourth generation as it celebrates its 20th anniversary - Audi premiered this highly versatile variant of the Avant in 1999. It is at home both on and off the road and also offers ample pulling power. The standard all-wheel drive and adaptive air suspension with variable ground clearance make for enhanced off-road capabilities - yet it is just as dynamic as it is comfortable on the road. The distinctive look and extensive equipment round out the multifaceted talents of the A6 allroad quattro. "Town, country, river" - extensive suspension features for on-road and off-road The A6 allroad quattro body is up to 45 millimeters (1.8 in) higher than the A6 Avant. The ground clearance at standard ride height is 139 mm (5.5 in), underscoring its off-road qualities. The A6 allroad quattro is equally powerful when used as a towing vehicle - it can tow up to 2.5 tons. The adaptive air suspension with controlled damping comes standard in the Audi A6 allroad quattro and was tuned specifically for the A6 allroad quattro to boost its off-road capabilities. It adjusts the ride height depending on the road speed and mode set in the Audi drive select system. In auto and comfort modes, the A6 allroad quattro sets off at standard ride height with a ground clearance of 139 mm (5.5 in), whichcan be actively adjusted with a speed-dependent control strategy. If the highest ride height is selected and the speed is max. 35 km/h (21.7 mph), the body is raised 45 mm (1.8 in). The body is lowered automatically when this speed is exceeded. At highway speeds above 120 km/h (74.6 mph), the ride height is lowered by 15 millimeters (0.6 in). If the A6 allroad quattro sets off in offroad mode, which covers speeds up to 80 km/h (49.7 mph), the body is 30 millimeters (1.2 in) higher than the standard ride height. Traveling at very slow speeds below 35 km/h (21.7 mph), lift mode adds another 15 millimeters (0.6 in), raising the ground clearance 45 millimeters (1.8 in) above the normal position. In addition to the specially adapted suspension, the A6 allroad quattro offers additional comfort features including standard hill descent control and tilt angle assist that allow it to take off-road terrain in its stride. When negotiating light terrain, the driver can call up a display on the MMI monitor, which shows the current tilt angle in the longitudinal and transverse directions - where the vehicle is at risk of tipping over, a warning appears. On a steep slope the hill descent control limits the speed in the range of 2 to 30 km/h (1.2-18.6 mph) to a figure defined by the driver and brakes all four wheels selectively and individually as necessary. On loose surfaces the system provides an additional braking wedge in front of the wheel by using a special ABS brake function. In the Audi drive select offroad mode, all the relevant dynamic handling systems through to stabilization control are tailored to off-road conditions. Distinctive character - striking design and model-specific look The new Audi A6 allroad quattro features an off-road look that is even more striking than on the predecessor model. This exterior and the individual, versatile interior solutions emphasize the new model's strong character. Special attachments on the body bring to life the robust charm of the new A6 allroad quattro. The wide, low Singleframe with its vertical aluminum struts dominates its front end. The blade and the underbody protection gleam with their aluminum-look finish. The allroad-specific roof rails mounted on bars and the window slot trims, the underbody protection as well as the diffuser trim and the band between the rear lights are finished in a choice of black or aluminum look. The wheel arch trims are finished in contrasting scandium gray as standard. They are available optionally in the body color or in gloss black. The contrasting sill trims on the sides come with allroad logos. Two optional packages further hone the look: the aluminum exterior package and the black styling package with dark attachments and trim strips. The paint range for the new Audi A6 allroad quattro comprises eleven colors, including the new allroad-specific color gavial green, which takes its cue from the specific color of the first model in 1999. The interior is available in three colors - black, pearl beige and okapi brown. The seats are upholstered as standard in black cloth and partial leather. Alternatively beige and brown tones as well as the stylish perforated Valcona leather grade are also available. Instead of the standard inlays in graphite gray fine paint finish, there are two wood variants and one in aluminum. The allroad line makes the interior even more sophisticated. This option includes sport seats with upholstery made of an Alcantara/leather combination that combines two colors - petrol gray and black. Inlays and pedals made of aluminum, illuminated door sill trims with logo projection add further highlights. Optionally, the allroad line comes with many other interior decor variants - special color combinations, contrasting stitching and piping as well as decorative trims made of fine grain birch wood and the specific aluminum strip with subtle green color highlights, matching the exterior paint. For discerning requirements - drive, suspension and equipment The Audi A6 allroad quattro targets a distinct customer group that appreciates the versatility of the allroad with its exclusive equipment lines and details, powerful six-cylinder engines and model-specific suspension tuning. High torque for high pulling power - Audi offers the new A6 allroad quattro on European markets with a choice of three V6 TDI engines. All units generate their power from three liters of displacement and have been redesigned extensively compared with the predecessor model. The 3.0 TDI is available in three output ratings. The first produces 170 kW (231 PS) and - from 1,750 to 3,250 rpm - 500 Nm (368.8 lb-ft) of torque, sufficient for the sprint from 0 to 100 km/h (0-62.1 mph) in 6.7 seconds and a top speed of 250 km/h (155.3 mph). The WLTP values correlate to an NEDC fuel consumption for the A6 allroad quattro 45 TDI of 5.9-5.8 liters of fuel per 100 kilometers (39.9-40.6 US mpg). In the A6 allroad quattro 50 TDI, the engine produces 210 kW (286 PS) and delivers 620 Nm (457.3 lb-ft) of torque between 2,250 and 3,000 rpm. The data: 0 to 100 km/h (62.1 mph) in 5.9 seconds, top speed 250 km/h (155.3 mph) (regulated), fuel consumption of 5.9-5.8 liters per 100 kilometers. The top-of-the-line engine in the new A6 allroad is the 3.0 TDI with 257 kW (349 hp) of power and 700 Nm (516.3 lb-ft) of torque between 2,500 and 3,100 rpm. It accelerates the A6 allroad quattro 55 TDI from 0 to 100 km/h (62.1 mph) in 5.2 seconds and consumes 6.6-6.4 liters of fuel per 100 kilometers. The three TDI units transfer their power with an eight-speed tiptronic. The wheel-selective torque control is the ideal complement to the quattro permanent all-wheel drive system that is also fitted standard. When driving at speed, it brakes the two wheels with reduced load on the inside of a bend slightly before they can begin to spin. The drive torque is redirected to the wheels with better traction as a result. As an option, the sport differential distributes the power infinitely variably between the rear wheels - this active torque vectoring provides the ultimate boost in terms of dynamic handling and traction. The three TDI units come standard with Audi's mild hybrid technology (MHEV = Mild Hybrid Electric Vehicle), which makes driving even more convenient and can reduce fuel consumption in real driving conditions by up to 0.4 liters per 100 kilometers. It works on the basis of a new 48-volt main electrical system. The belt alternator starter as the central MHEV component recovers up to 8 kW of power during braking and feeds the electricity into a separate lithium-ion battery with a capacity of 10 Ah. The new Audi A6 allroad quattro can coast with the engine switched off over wide speed ranges; start-stop mode kicks in right from 22 km/h (13.7 mph). The suspension of the A6 allroad quattro combines sporty character with very high comfort and enhanced off-road capabilities. Apart from the adaptive air suspension with controlled damping it offers other highlights. The standard progressive steering becomes increasingly direct with increasing steering angle. Its control concept keeps away unpleasant jolts from the steering wheel, yet transfers transparent feedback from the road. The optional dynamic all-wheel steering combines agility and stability. At speeds up to 60 km/h (37.3 mph), the rear wheels turn as much as five degrees in the opposite direction to the front wheels, reducing the turning circle and making the steering response even more spontaneous. At higher speeds the front and rear wheels turn up to two degrees in the same direction, thus enhancing stability when traveling in a straight line or changing lanes. Apart from the shock absorbers and bellows, the electronic chassis platform (ECP) also manages the dynamic all-wheel steering and the optional sport differential. In the Audi drive select system, the driver can adjust the operation of the controlled functions and components in six modes (dynamic, automatic, comfort, efficiency, allroad and lift). The Audi A6 allroad quattro is fitted as standard with 18-inch wheels with 225/55 size tires. The largest optional wheels - from the Audi Sport range - measure 21 inches in diameter. As an alternative to the standard seats, which can be equipped with seat heating and ventilation, Audi also supplies sport seats. Top-of-the-line equipment comes in the shape of the electrically adjustable customized contour seats, which can be supplemented with a massage function. Optional equipment further boosts comfort: The air quality package adds subtle fragrances to the interior and includes an ionizer. The panoramic glass sunroof brings light and fresh air into the car. In the dark, the contour ambient lighting package floods the interior in a special look. The new Audi A6 allroad quattro is 4.95 meters (16.2 ft) long, 1.90 meters (6.2 ft) wide and 1.50 meters (4.9 ft) high. The wheelbase of 2.93 meters (9.6 ft) provides the basis for generous amounts of space including the extensive elbow room in the front and rear and spacious knee room in the rear. Like the A6 Avant, it offers a luggage capacity of between 565 liters (20.0 cu ft) and 1,680 liters (59.3 cu ft) with the rear seats folded down. The rear seats can be split-folded 40:20:40 as standard. Standard equipment also includes the electric tailgate and the automatically opening luggage compartment cover. A rail system, a tensioning strap, a net and two bag hooks also form part of the standard specification. The optional load-securing kit with telescopic bar and strap allows the luggage compartment to be divided up into individual sections. The trailer hitch features an electric release function. There is a sense of quiet on board - courtesy of the stiff body made from an aluminum hybrid construction and the sophisticated aeroacoustics. Digital native - infotainment, connectivity and driver assistance The Audi A6 allroad quattro features the same extensive infotainment range found in its A6 and A7 sister models. The all-digital operating system comprising a top large screen - measuring 10.1 inches in the top-of-the-line version - is used to control the infotainment. On the 8.6-inch display below, the driver operates the climate control, the comfort functions and the text input. The natural-language voice control uses both onboard information as well as knowledge from the cloud to process all input. Optionally the new A6 allroad quattro also includes the Audi virtual cockpit - its 12.3-inch display is controlled with the multifunction buttons on the steering wheel. It is complemented by the likewise optional top-of-the-line infotainment control center - the MMI navigation plus including LTE module and Wi-Fi hotspot. The navigation learns based on previous journeys and can provide the driver with suitable suggestions when choosing a route. The route is calculated online on the servers of service provider HERE and also onboard. Audi also supplies a head-up display as an option. The Audi connect online services are split into two packages - navigation & infotainment and emergency call & service. The myAudi app connects the user's smartphone seamlessly with the MMI; the Audi connect key lets the driver unlock/lock the vehicle, and start the engine using an Android smartphone via near field communication (NFC). The optional Bang & Olufsen Advanced Sound System, which incorporates 19 loudspeakers and a subwoofer, also delivers 3D sound to the rear. Up to seven drivers can store around 400 functions in up to seven individual profiles. The driver assist systems in the new Audi A6 allroad quattro provide even more comfort and safety. They are divided into two packages: The Tour assist package includes functions such as efficiency assist, adaptive cruise assist and emergency assist. The City package features the intersection assist and the exit warning. The central driver assistance controller (zFAS), which continuously calculates a model of the vehicle environment, provides the data source for all these systems. Exclusive for the market introduction - the "20 years allroad" edition model To coincide with the introduction of the new A6 allroad quattro, Audi is launching the "20 years allroad" edition model. Both its exterior and interior have been put together individually. Three paint colors are available: gavial green as well as glacier white and Soho brown. The black styling package has been extended with specific Audi rings and exterior mirror housings. Exclusive 19-inch wheels complete the striking look. Black sport seats with leather/Alcantara upholstery, aluminum inlays and illuminated door sill trims add prominent highlights in the interior. The new Audi A6 allroad quattro is due to go on sale in Germany and other European markets in June 2019.

Hello all, Does anyone know what are the terms and conditions for the promotions below? Audi A8 $1,763 a month Audi A7 Sportback $1,474 a month Audi A6 Avant $1,087 a month Audi A5 Sportback $1,251 a month Audi TT $1,322 a month http://www.audi.com.sg/sea/brand/sg/audi_p...;container=page

Who is going? Is it open to public? https://www.audibrandexperience.sg/ Singapore will preview the world of tomorrow through the eyes of Audi with the biggest event of the year - the Audi Brand Experience Singapore 2018. Held at the Marina Bay Sands Expo & Convention Centre from 10 to 14 October this year, the Audi Brand Experience Singapore will feature the official debut of the brand's highly-anticipated flagship model, the Audi A8, in Singapore. In a spectacular display of innovations spanning over 8,000m2, the Audi Q8, Audi A7 Sportback and Audi A6 will also be making their debuts alongside over 30 models in a choreographed brand show filled with stunning visual light effects. Together with the grand display of Audi's top-notch innovation and technology, visitors will stand a chance to win a brand new Audi A5 Sportback in the lucky draw by taking part in a quiz at the event. This lucky draw is exclusively for ticket-holders, and each ticket purchased qualifies the holder for one chance to win. Tickets are now available with prices starting from $9 for myAudiworld and Audi on demand members. Early bird tickets are also available at $11 until 23 September. Visit www.audibrandexperience.sg to purchase tickets to the Audi Brand Experience Singapore 2018 and for more information about this event.

Mr Joel, Audi A6 C7.5 He is back again after his W212 last year. This time, for his A6. We are so thankful that he still chose us despite there being many other competitors in the market. He wanted something different this time, a non carbon fiber steering wheel. He was lucky we had a ready stock on hand and installation was done immediately for him. Upgraded his steering wheel to facelift RS steering wheel with full perforated leather. He might be back for some carbon fiber trims, stay tuned! Audi A6 C7.5 Full perforated RS steering wheel upgrade PM us for more info or WhatsApp us @ https://wa.me/6594293337 https://wa.me/6593293337 https://wa.me/6581143337 https://wa.me/6591413337 We are located @ 10 Kaki Bukit Road 2 #03-11 First East Centre S417868

I thought there is a 4 wheel steering tech already? That can be setup to provide tighter turning as well as more agile sporty drive feel. Iirc it was on cars like A8, maybe GTR? It all boils down to cost. This is the list i googled. Honda Prelude Acura RLX Acura TLX Nissan 300 ZX Nissan Skyline R34 GT-R Lamborghini Aventador S Lamborghini Urus Porsche 911 Porsche Cayenne Porsche Panamera Ferrari 812 Superfast Mitsubishi 3000GT Mitsubishi Galant VR-4 Audi A6 Audi A7 Audi A8 BMW 5 Series BMW 7 Series BMW 850 CSi Mercedes AMG GT R Lexus GS Lexus LC 500 Lexus LS 500 Lexus RC Cadillac CT6 Ford F-150 Platinum ZF Chevy Silverado GMC Sierra 1500 Denali

Audi A4 vs 3 series vs Lexus IS vs C Class. Audi A6 vs 5 series vs Lexus GS/ ES vs E Class. Audi A8 vs 7 series vs Lexus LS vs S Class. I see these.

any comments good or bad juz shoot

This morning saw one very new Audi A6 using Tourador hahahahaha

Trying my best to. Hee. New model i tink 2024/25.. New e also i tink 2024. Audi is the newest so far. But hmm. Now gotta feeling audi a6 lacks buttons. I got a feeling my current ride dunno can tahan 2yrs or not... maybe 1 yr more to hit 200000km hee.

Test drove an Audi A6 awhile back,have never driven an Audi before. Was quite surprised that the driver's footwear was surprisingly cramp, there was a buldge sticking out from the centre console and I had to rest my left foot in an awkward angle. Had me thinking that this might be an issue with Audi's LHD converted RHD cars. The E class I drove had no such issues though. Are all Audis like that?

Hi guys, need a bit of advice. I am considering buying a 2022 conti with AD warranty, one of the models under consideration is an Audi A6. I see a recently listed A6 by the infamous Hui Hua Credit, however when I check the “sold” models, I see what I think is the same car, already sold by a direct owner, and another dealer. Might be a coincidence, but same reg date, colour and rims makes me go hmmm. Is this possible? Hui Hua’s https://www.sgcarmart.com/used_cars/info.php?ID=1182126&DL=2239 Listed as sold: https://www.sgcarmart.com/used_cars/info.php?ID=1171463&DL=3607 https://www.sgcarmart.com/used_cars/info.php?ID=1171223&DL=1000

KIA CERATO and AUDI A6 is here for INFRATINT. Please do not hesitate to WhatsApp or contact us at 94560888 for your Enquiry 10 Consecutive Years sgCarMart Star Merchant Winner (for Solar Film Category)

I did a forum search on 'Adblue' and no results came up. So I am starting this thread to share with you a recent Adblue refill experience on a rental Audi A6 Diesel Estate car, while on holiday in the UK. My family had gone to the UK for a driving holiday this winter. We rented from a company called SIXT, picked up the car at London Heathrow on arrival, and drove out of London immediately on the day we landed. In winter, hours with light were shorter so I had to maximise daylight time for all the driving I had to do. The plan was to go as far north as Glasgow and Edinburgh, before driving back to London. I had booked an Estate Car (so that we get more boot space for all our luggage). I had hoped to get the Mercedes E-class estate but they issued me with an Audi A6 Estate instead. No matter, since this was the car in the same category of rental. This is what the car looked like. It was quite long. The boot was very spacious, as with most estate cars. The car was almost brand new, with just over 3,000 miles on the odometer. Plenty of gadgets to play with, including a very useful Satellite Navigation system that brought us to our destinations efficiently. The car was roomy and the boot (or trunk) space was very good. We had plenty of luggage. Here is a video of the car, including the Sat-Nav system. Correct me if I'm wrong, I don't think that this model of car (Audi A6 Estate Diesel) is available in Singapore. Now, the point of this post is not just to show you the car, but to talk about my virgin Adblue experience, which will be the topic of the next post.

2019 Audi A6 - Tech and Beauty https://www.cnet.com/roadshow/auto/2019-audi-a6/preview/ The Douro Valley region outside of Porto, Portugal is filled with postcard-worthy sights of the Douro River, vineyards and sleepy towns. The tight roadways, lower speed limits and a liberal sprinkling of speed cameras provides a perfect opportunity to take things easy and fiddle with all the new tech features packed inside of the 2019 Audi A6. Sadly, it's less ideal for digging the spurs into the new luxury cruiser. There are small stretches, however, where you can really open it up between towns. With AudiDrive Select in Dynamic, the new mild-hybrid 3.0-liter turbocharged V6 is punchy throughout the rev band with 340 horsepower and 369 pound-feet of torque on tap. That's equal horsepower to the supercharged V6 in the outgoing car, but 46 additional pound-feet of torque. A new 7-speed dual-clutch automatic transmission dials in sedan's sporty attributes with quick, well-timed shifts in full auto, and an excellent manual shift function. Audi says the combo will get the all-wheel-drive A6 to 62 miles per hour in just 5.1 seconds. The V6 will be the only engine offered when the A6 goes on sale near the end of this year. Audi says a four-cylinder model is forthcoming, but exact timing for its arrival is still to be determined. Fuel economy figures aren't available just yet, but you can expect V6 numbers on par with the current car's 20 mpg city and 29 mpg highway ratings. The hybrid hardware captures energy via regenerative braking and powers a more aggressive stop-start system, and the electric assist is well integrated with no noticeable effects on brake feel or off-the-line performance. Through curves, firmer adaptive dampers and 19-inch Michelin Pilot Sport 4 tires keep the A6 tied down and quick on its feet, confidently slithering through transitions. Unfortunately, Audi's light steering tune remains, with hardly any weight on center, even in the Dynamic setting. Overall feedback probably won't be any better on US-bound vehicles, as our cars will likely wear less aggressive all-season rubber. Just as a driving rhythm begins to develop, a 50-kph speed limit sign always puts an end to the party. But toggling Drive Select to Comfort puts the A6's daily-driving road manners in the spotlight. The drivetrain is smooth in all situations and doesn't suffer from any jerky, low-speed behavior that's common with some dual-clutch gearboxes. Ride quality over bumps is cushy with the standard steel-spring setup; all US models will use this, in addition to a sport suspension that lowers the ride height slightly. An adaptive air suspension will be available in other markets, as will a rear-wheel steering system. An Audi spokesman says the air springs and fancier steering hardware will be coming to the States, but on the more performance oriented S6. Inside, the new A6 is a bit more spacious than its predecessor. All passengers enjoy comfortable and supportive seats, and rear occupants get a half-inch more legroom than before. The trunk offers 18.7 cubic feet of space to accommodate ventures to the store, enough luggage for a road trip or a couple sets of golf clubs. The interior layout mirrors that of the swoopy A7, and includes much of the technology that first appeared on the Audi's A8 flagship sedan. Gone is the MMI control knob as well as most of the traditional hard buttons, all of which are replaced by the MMI Touch Response system's dual capacitive touchscreens with haptic feedback. On higher trim levels, the upper screen measures 10.1 inches and the lower screen is a still-plenty-big 8.6 inches. The top screen controls navigation, the available 19-speaker Bang & Olufsen audio system and various other media. The lower screen usually houses climate seat temperature controls, and up to 27 shortcut buttons for radio stations or specific menus, but will turn into a writing pad when entering a destination into the top-screen navigation. Thanks to the larger surface area and software improvements, you can now write in full names of streets and cities, rather than the previous MMI's one-at-a-time inputs. Thankfully, Audi didn't go too crazy and move all controls into the touchscreens. Volume is still handled by a good old-fashion knob -- hooray! Audi Connect services enable Google Maps imagery, online destination search with voice recognition, weather and Wi-Fi capabilities. Those who prefer to hand infotainment controls over to a smartphone will be happy to know that the latest MMI system still includes both Apple CarPlay and Android Autocompatibility. The only downside? Fingerprints. After a half-day of driving, both center screens were seriously smudged-up, but besides that, the new MMI Touch interface is responsive, intuitive to use and is capable of storing up to seven drivers' individual settings. If two high-resolution screens aren't enough, you can also add Audi's wonderful 12.3-inch Virtual Cockpit in place of the traditional gauge cluster to further stimulate your retinas. In addition to a stronger infotainment technology game, the A6 receives a number of upgrades on the safety tech front. Typical features like automatic emergency braking, 360-degree cameras with a 3D view, blind-spot monitoring, cross traffic alert and parking sensors are all here, but improvements have been made to the adaptive cruise control and lane-keeping-assist systems. A new laser scanner joins a sizable suite of sensors that include ultrasonic, radar and camera, to autonomously help the car stay better centered in the lane and hang back a bit if a car happens to be intruding into your lane -- say, in a narrow-lane construction zone. Pricing won't be available for a few more months, but look for the A6 to hit dealerships around November, alongside the new A7. The current V6-powered A6 commands $57,475, including $975 for destination, so use that as a baseline for your 2019 model year MSRP guesstimates. The eighth-generation Audi A6 is primed to be the technological powerhouse of the midsize luxury sedan segment. That it also boasts attractive sheetmetal, competent handling chops and the ability to deliver supreme ride comfort should definitely have the BMW 5 Series andMercedes-Benz E-Class on notice.

Oh! Audi A8 only in the same tier with BMW 5 and Merc E ? Not Audi A6?