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Modificato 17 Aprile17 Apr da j

A6 Avant & A6 Sedan e-hybrid quattro

 

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Sporty meets efficiency: the new A6 plug-in hybrid models

• Avant and Sedan as e-hybrid quattro, each available in two power levels with up to 106 kilometers of electric range
• Increased efficiency and performance thanks to high-voltage battery with more capacity, smart recuperation strategy, and intelligent hybrid management
• All-wheel steering as standard; top-of-the-line model with 270 kW system output comes with sports suspension, S line equipment, 19-inch wheels, and red brake calipers

Audi is expanding the portfolio of the new Audi A6 with two plug-in hybrid models that combine maximum efficiency and superior comfort with powerful performance. Both the A6 Avant e-hybrid quattro¹² and the A6 Sedan e hybrid quattro³⁴ can be ordered in two power levels: 220 kW and 270 kW system output. The new generation of high-voltage battery in the plug-in hybrids has around 45 percent more capacity than its predecessor. As a result, 25.9 kWh (net 20.7 kWh) of power is available for electric driving.

 

The new plug-in hybrid models offer even more flexibility and efficiency by combining the best of electric driving with the advantages of a combustion engine. Customers can choose between the Avant and the Sedan, both models featuring a long wheelbase, elongated hood, and wide track – making for a powerful and distinguished appearance. While the A6 Sedan e-hybrid quattro exudes elegance thanks to the sweeping curve of the window’s upper edge, the Avant expresses a dynamic look with its more sculpted rear end, flanking aerodynamic panels, and roof edge spoiler. Both models demonstrate a strong presence thanks to the striking rear lights, wide light strip, and Audi rings positioned high up.

The new Audi A6 Avant e-hybrid quattro and the Audi A6 Sedan e-hybrid quattro are both available in two power levels. The vehicles are powered by a 2.0 TFSI engine with an output of 185 kW (252 PS) and an electric motor that delivers up to 105 kW. In the versions with 270 kW and 500 Nm of torque²⁴, the Avant and Sedan can accelerate from 0 to 100 km/h in 5.3 seconds.

With 220 kW and 450 Nm of torque¹³, the vehicles can accelerate from 0 to 100 km/h in 6.0 seconds. All variants can reach a top speed of 250 km/h (155 mph).

The heart of the plug-in-hybrid technology is the high-voltage battery: Audi has boosted its capacity to 25.9 kWh (net 20.7 kWh), a gain of roughly 45 percent compared to its predecessor. This means that both the Avant and the Sedan can drive more than 100 kilometers purely on electric power. Maximum AC charging power is now 11 kW. If the battery is completely empty, it only takes 2.5 hours to charge it to 100 percent.

The recuperation performance has also been improved. The degree of thrust recuperation in electric driving mode (EV ‑mode) can be adjusted to three different levels using paddles on the steering wheel. The new A6 e-hybrid runs on electric power for as long as possible to fully utilize the available battery charge to the driver’s destination. The vehicle recovers energy automatically when this function is activated. This is based on route data stored in the navigation system. The new A6 e-hybrid quattro can also recover energy automatically without active route guidance.

The hybrid management system of the new models is designed for efficiency, flexibility, and maximum customer comfort and thus automatically selects the optimal operating strategy. Two operating modes are available to the system: “EV” and “hybrid.” In EV mode, the plug-in hybrid models run on electric power. In hybrid mode, the hybrid management system maintains a specific charge level as needed in order to save enough electrical energy for later use. In addition to the automatic hybrid mode, the desired charge level can be individually selected using a digital slider.

Combined with the quattro ultra drive and standard all-wheel steering, the electrified dual-clutch transmission plays a major role in the dynamic driving experience: it increases agility at low speeds and provides even more stability at higher speeds. This enhances driving comfort, as do more tightly sealed windows and optimized door seals. These measures ensure even more pleasant in-car acoustics compared to the predecessor, as sound insulation has been improved by up to 30 percent.

With 220 kW system output, the A6 Sedan e-hybrid quattro starts at 65,800 euros in Germany, while the A6 Avant e-hybrid quattro starts at 68,300 euros. For the higher power level with 270 kW, prices start at 75,050 euros for the Sedan and 77,550 euros for the Avant, whereby the two top-of-the-line models come with very sporty standard equipment: interior and exterior S line equipment, sports suspension, larger wheels, and red brake calipers. The new e‑hybrid models can be ordered in Germany as of May 8, 2025. The initial launch is planned for the summer.

Detailed information

You can find detailed information about the Audi A6 e-hybrid quattro models below.

Content

 All-wheel steering as standard; sporty equipment in top-of-the-line model Comfortable in-car experience thanks to improved aeroacoustics Intelligent drive management for greater efficiency Battery capacity and energy density significantly increased More energy recovery in overrun and braking mode Recuperation level adjustable via steering-wheel paddles Intelligent operating strategy for maximum efficiency

All-wheel steering as standard; sporty equipment in top-of-the-line model

The A6 e-hybrid quattro models deliver a sporty and comfortable driving experience thanks to the electrified dual-clutch transmission in conjunction with the quattro ultra drive. The all-wheel steering, which comes as standard in all A6 e-hybrid variants, also contributes to this. It enables dynamic handling and a high level of comfort by turning the rear wheels up to five degrees in the opposite direction to the front wheels at speeds of up to roughly 60 km/h (37.3 mph). This decreases the turning circle, making the vehicle more agile in city traffic and tight bends. At medium and higher speeds, the rear wheels turn in the same direction, enabling stable and even more precise handling.

The variants with 270 kW system output and standard S line exterior equipment are particularly sporty, as the black Singleframe has a larger structure and the front air intakes, divided into two parts, feature a more striking design. The latter are finished in matt anthracite chrome, as is the trim piece around the diffuser with its sportier design. The dynamic look is complemented by the sports suspension with tighter springs/damper tuning and that lowers the A6 e-hybrid by 20 millimeters relative to the standard suspension. Nineteen-inch wheels and red brake calipers are also included. In the interior, sport seats with pronounced side bolsters provide increased lateral support when cornering, and the leather three-spoke sport steering wheel ensures good grip.

What’s more, all A6 plug-in hybrids are equipped with a three-zone automatic air conditioning system that enables automatic control of the air temperature and distribution individually for the driver, front passenger, and the rear.

Comfortable in-car experience thanks to improved aeroacoustics

Improved aerodynamics and overall vehicle acoustics also contribute to the excellent driving comfort. For example, sound insulation in the vehicle has been improved by up to 30 percent compared to the previous model. More tightly sealed windows and optimized door seals ensure more pleasant acoustics in the interior, thereby enhancing onboard well-being. A tailgate seal on the Sedan also significantly reduces wind noise. Optional acoustic glazing is now available for the rear door windows as well as the front side windows. Newly developed engine and transmission mount bushings make for a smoother and quieter ride. The shape of the transmission gear teeth has also been optimized, which benefits the acoustics of the S tronic as well. Moreover, all tires 19 inches or larger have noise absorbers. These are foam rings on the inside of the tire that reduce air vibrations there and thus have a positive effect on the noise level in the vehicle.

Intelligent drive management for greater efficiency

The hybrid management system of the new plug-in hybrids (PHEV) automatically selects the optimum operating strategy. The electric drive is provided by a permanently excited synchronous motor with a peak output of 105 kW. The electric motor is integrated into the housing of the seven-speed S tronic.

The full system torque is available even at close to idle speed – an impressive 500 Nm with 270 kW system output²⁴ and 450 Nm with 220 kW system output¹³. The power electronics (pulse inverter) used in the plug-in hybrid models of the A6 are a new development. The pulse inverter is smaller, lighter, and more efficient, thus reducing electrical consumption. Consumption in hybrid mode is therefore also lower.

Battery capacity and energy density significantly increased

Audi has boosted the capacity of the new high-voltage battery (HV battery) in the rear of the vehicles to 25.9 kWh (net 20.7 kWh), a gain of roughly 45 percent compared to its predecessor. In contrast, the required installation space has only increased slightly in view of the significantly increased capacity. The HV battery measures 962 × 996 × 177 millimeters (39.1 × 39.2 × 7.0 in). The further developed and significantly optimized interaction between the mechanical friction brake and energy recovery via the electric motor has also improved the individually adjustable regenerative braking performance.

The battery cells are arranged in a single layer due to the available space in the rear section of the car. The entire impact structure is embedded in the battery housing. Each prismatic cell stores 46 percent more energy than the cells previously used in low-floor vehicles in the C segment. Each cell has a charge capacity of 70 ampere-hours (Ah). The raw material composition of the 102 cells enables a higher energy density. The battery’s energy is bundled into six stacks, each with 17 cells. With its cell-to-pack design, Audi is pursuing a new approach to battery cell arrangement that was first used in the PHEVs of the A5 series. In this process, the cells are no longer placed in a battery module but are glued directly into the battery housing. The higher packing density that results from this means that the energy content and energy density of the HV system can be increased while taking up less space. Thanks to technical developments in cell chemistry, higher electrical output is available compared to the previous generation, even at a low state of charge and low outside temperatures.

The maximum possible AC charging power has been increased from two-phase 7.4 kW to three-phase 11 kW, depending on the respective infrastructure. With this increased power, the HV battery’s zero-to-100-percent charging time has been reduced to just 2.5 hours. A charging cable (mode 3, plug type 2) for convenient charging at home and on the road is included as standard. Audi’s own charging service, Audi charging, provides access to numerous AC‑charging points in 29 European countries on request.

More energy recovery in overrun and braking mode

Compared to its predecessors, Audi has significantly increased regenerative braking performance in the new A6 e-hybrid quattro. The phases in which the driver takes their foot off the accelerator pedal are crucial for the efficiency of the plug-in hybrid drive. In such situations, overrun recuperation is controlled by a defined deceleration depending on the selected drive level. Automatic recuperation can also be preset in the MMI in drive levels D and M. The vehicle varies the recuperation autonomously. The parameters for this are route data stored in the navigation system, such as gradients, curve radii, place-name signs, and speed limits. Another important factor is the traffic ahead. As soon as automatic regenerative braking is selected, predictive signals are fed into the overrun regenerative braking function with the help of Predictive Efficiency Assistant (PEA). The new A6 e‑hybrid quattro can also recover energy automatically without active route guidance.

When the brake pedal is pressed during deceleration, the A6 plug-in hybrid models can recover up to 88 kW of power. When operated as a generator, the electric motor accounts for more than 90 percent of all deceleration processes. The integrated brake control system with blending capability (iBRS) ensures pressure-free braking and the best possible energy recovery. The hydraulic wheel brakes are only used for harder braking maneuvers.

Recuperation level adjustable via steering-wheel paddles

Thanks to the new E3 electronics architecture used in the Premium Platform Combustion (PPC), the degree of thrust recuperation in electric driving mode (EV mode) can be adjusted to three different levels using paddles on the steering wheel, just like in the all-electric models. Electric braking and thus the recuperation level are selected using the left paddle (minus). It can be deactivated again using the right paddle (plus). The paddles can thereby be used to set a higher level of deceleration before a turn, for example. At level zero, the plug-in hybrid coasts freely without additional drag torque when the foot is taken off the accelerator pedal. This means that energy is only recovered when the brake is applied.

Intelligent operating strategy for maximum efficiency

Two operating modes are available in the new A6 PHEV models: “EV” and “hybrid.” In EV mode, the PHEV models run on electric power. The combustion engine is only turned on in the following situations: deliberately deselecting EV in the switch bar below the panoramic display or via the MMI; in driving program S; via the selected mode of the Audi drive select dynamic handling system; or when starting route guidance with hybrid assist activated. If navigation route guidance is activated, the hybrid assistant takes the route data into account when selecting the drive mode. The combustion engine also engages during kickdown, and EV mode is deactivated until the kickdown action is over. If none of these situations occur, both new PHEV models use the HV battery in EV‑mode until it is completely discharged. The digital slider used to control the desired state of charge via the MMI in hybrid mode cannot be operated in EV mode; that is because the battery charge will be fully utilized in electric mode. Speeds of up to 140 km/h are possible in EV mode. The PHEV models can be started either in EV mode or in hybrid mode. The mode used last is the default mode for when the vehicle is started next.

When driving in hybrid mode, the hybrid management system maintains a specific charge level as needed in order to save enough electrical energy for later use, for example for electric driving in the city. The A6 Sedan e-hybrid quattro can drive up to 111 km (69.0 mi) on electric power alone according to the WLTP EAER City value. When it comes to efficiency-optimized consumption, hybrid mode is most efficient for both short and long distances. Depending on the driving situation and the driver’s power needs, the operating strategy decides whether to drive in electric or hybrid mode in order to be as efficient as possible. The A6 PHEV models prefer to drive in electric mode in urban areas. At higher speeds, the proportion of hybrid driving increases. With active route guidance, the operating strategy takes the planned route into consideration; the best possible energy configuration for the desired route is automatically selected. To achieve the highest efficiency, the vehicle calculates which parts of the route are suitable for electric driving. For example, electric driving is preferable where speeds are likely to be low, such as in urban areas and traffic jams. When the hybrid assistant is activated and route guidance is on, settings such as the desired charge level will be overwritten to ensure an efficient operating strategy.

In addition to the automatic hybrid mode, the desired charge level can be individually selected using a digital slider. Drivers can use it to precisely define how high the charge level of the HV battery should be in order to drive the desired distance in electric mode. The charge level can also be set before your trip so that there will be enough energy available for electric driving at the destination if so desired, or if there is no charging option there.

The desired charge level can be set using a digital slider on a percentage scale. If the target state of charge (SoC) is lower than the current SoC, the battery will be discharged down to the target level. If the target and current values match, power will mainly come from the combustion engine – in order to maintain the current SoC. If the target SoC is higher than the current SoC, the vehicle will be powered by the combustion engine – in order to recharge the battery. The battery is charged with a view to maximizing efficiency and minimizing environmental impact. This means that the combustion engine only charges the battery at speeds above 65 kilometers per hour (40 mph); at low speeds, the charge level is simply maintained. This maximizes efficiency and enables partially electric driving in the city or in stop-and-go traffic. The HV battery can be charged in this way up to a 75-percent state of charge. This ensures that the battery is charged with maximum efficiency while driving. To increase the battery’s charge above 75 percent, an external AC charging source is required.

Via Audi.

che gran bel macchinone 

Nuovo motore V6 TDI con tecnologia MHEV Plus per l'A6!

Video-animazione sulla tecnica del V6 TDI MHEV: CLICCA QUI!

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V6 diesel engine for Audi A6

• New evolution of the V6 TDI with MHEV plus technology and electrically powered compressor

• Hybrid powertrain with three electrified components for powerful performance off the line and high efficiency

• Faster boost pressure buildup enhances power delivery; sustainable HVO 100 fuel reduces CO₂ emissions

Audi is expanding its engine lineup for the Audi A6 (combined fuel consumption in l/100 km: 6.1–5.3 (38.6–44.4 US mpg); combined CO₂ emissions in g/km: 165–140 (265.5–225.3 g/mi); CO₂ class: F–E) with a three-liter V6 diesel engine delivering 220 kW (299 PS) and 580 Nm of torque. For the first time, the MHEV plus technology, which delivers up to 18 kW (24 PS) of additional power, is being used in combination with an electrically powered compressor. The engine therefore sets new standards compared to its predecessors. The interaction of three electrified components ensures immense driving fun and highly efficient performance. The V6 TDI quattro can now be ordered.

With MHEV plus technology, Audi offers partial electrification that enhances both performance and driving experience while reducing CO₂ ‑ emissions and fuel consumption. The foundation of this system consists of the powertrain generator, belt alternator starter, and lithium iron phosphate battery.

The belt alternator starter’s primary function is to start the engine and supply the battery with electrical energy. The powertrain generator enables partially electric driving, which means that in slow city traffic, when parking and maneuvering, and in steadily moving traffic on roads outside of towns, the vehicle operates purely electrically. The powertrain generator also provides an additional 230 Nm of drive torque and up to 18 kW (24 PS) of power when starting off and overtaking. When decelerating, it feeds up to 25 kW of energy back into the battery.

Hybrid powertrain combines three electrified components

In the enhanced three-liter V6 TDI, the MHEV plus technology is now being expanded to include an electrically powered compressor for the first time – a technological leap that enables the perfect balance between a dynamic driving experience and optimized fuel consumption.

At the same time, the electrically powered compressor is an integral part of the engine management system and the newly developed combustion strategy. It supports the turbocharger in a two-stage charging concept with maximum precision. In combination with the MHEV plus electrification consisting of a belt alternator starter and powertrain generator, the V6 TDI engine EA897evo4 delivers powerful performance in every driving situation: when starting from a standstill, accelerating out of town, overtaking, and driving on the highway.

The electrically powered compressor overcomes turbo lag, providing high torque values at low engine speeds. This results in significantly lower fuel consumption compared to the previous engine generation. Responsiveness during initial acceleration has also been substantially improved: in the first 2.5 seconds, the vehicle covers a good car length more. While the belt alternator starter starts the engine and supports it as it builds revolutions, the powertrain generator and the electrically powered compressor provide torque for acceleration. In this process, the electrically powered compressor amplifies the increase of boost pressure. At the same time, the powertrain generator transmits the first direct torque impulse to the wheels.

New electrically powered compressor delivers impressive mid-range acceleration and linear response

The electrically powered compressor is located behind the conventional turbocharger and the intercooler in the intake path. It is powered by the 48-volt onboard electrical system. When the load demand from the accelerator pedal is high, and the energy supply on the turbine side is low, the intake air is directed to the electrically powered compressor. There, this air – already compressed by the exhaust-driven turbocharger – is further compressed before entering the combustion chamber.

Compared to earlier models equipped with an electrically powered compressor, such as the S4, S6, and SQ5, the current generation is significantly more powerful – thanks to a wider operating range and faster buildup of boost. This is made possible by the optimized airflow design of the compressor and the permanent-magnet synchronous motor that drives it, in combination with improved air supply to the six cylinders.

Whereas the electrically powered compressor previously operated only within a narrow range, the new generation now functions across the entire engine speed range. This system ensures a linear and fast response, impressive mid-range acceleration with even more direct pedal feel, increased efficiency, and improved long-term durability.

Through the interaction between the electrically powered compressor and the powertrain generator, maximum boost pressure of 3.6 bar builds up nearly one second faster – delivering noticeably enhanced acceleration experienced without turbo lag. It closely resembles the feel of an electric drive with similar power. During acceleration, the compressor wheel spins up to 90,000 revolutions per minute in just 250 milliseconds, an increase of nearly 40 percent.

As a result, the V6 TDI engine EA897evo4 puts its power to the road with authority – made possible by the blend of electric boost and impressive power output of the diesel engine.

Sustainable fuel: HVO 100 reduces CO₂ emissions

The new V6 TDI is approved to use HVO fuel conforming to European standard EN 15940 – indicated by the XTL sticker in the fuel tank cap. XTL (X-to-liquid) is a collective term for fuels of this standard, with the “X” representing a variable source component. HVO stands for hydrotreated vegetable oil. This sustainable fuel enables a 70 to 95 percent reduction in CO₂ emissions compared to petroleum-derived diesel. 

HVO is produced using residual and waste materials, such as used cooking oil from the food industry or agricultural by-products. Using hydrogen, the oils are converted into saturated aliphatic hydrocarbons. This modifies the properties of the vegetable oils to make them suitable for use in diesel engines. They can be blended with conventional diesel to replace fossil components or used as a 100 percent pure fuel. New vehicles leaving the two German Audi plants in Ingolstadt and Neckarsulm are delivered with HVO fuel already in the tank.

Via Audi.

Oltre al sistema P0 della scorsa generazione c'è anche il P3 che permette il veleggiamento. Il cambio dovrebbe essere sempre il DSG7, dunque nemmeno sulla 3.0TDI c'è lo ZF8HP, curioso di vedere l'RS6.

20 minuti fa, Kay195 scrive:

Oltre al sistema P0 della scorsa generazione c'è anche il P3 che permette il veleggiamento. Il cambio dovrebbe essere sempre il DSG7, dunque nemmeno sulla 3.0TDI c'è lo ZF8HP, curioso di vedere l'RS6.

su quale vettura VAG è presente lo ZF8HP? Opuure hai supposto che sarebbe potuto essere utilizzato?

Adesso, Jack_JCW scrive:

su quale vettura VAG è presente lo ZF8HP? Opuure hai supposto che sarebbe potuto essere utilizzato?

Su tutte le VAG con alti valori di coppia, nel caso della scorsa A6 c'era su S6/RS6 e tutti i 3.0TDI. Sarebbe il Tiptronic.