Winter was late coming to the nation's capital, but its damp, chilly debut was coincident with the arrival of the quattro-adhered Audi A6 Avant with its electrically heated front and rear seats. Easing the shock of the belated appearance of winter is simply a matter of thermal management and traction control, so a heated steering wheel and skillful all-wheel-drive can fend off lingering remembrances of the beach, refocusing thoughts on the ski season.
There is nothing so comforting in times of suspect traction as quattro all-wheel-drive with electronic differential locking and electronic stability control to Velcro (brand hook and loop fastener) the tires to the slick pavement. I also applaud the addition of brake assist, the quick-draw emergency stopping technology that shaves a few critical feet off full U.S.S. Theodore Roosevelt-arrester-cable stops. Since I winged a deer by only the narrowest of margins a couple years ago in an A6 that lacked brake assist, I've been a believer in the potential of brake assist to avert needless collisions.
The Audi's controls are fingertip-light, the Servotronic speed-sensitive power steering approaching but not crossing the threshold of too much assist, and a brake pedal that seemingly responds to the mere wish of deceleration. The A6 Avant is a hypersensitive Border Collie of a car, reacting to the subtlest gestures, a stark contrast to a world of the sluggish, dull-witted retrievers that are truck-based SUVs.
Rear seat occupants are treated as lavishly as the front-seaters, with supportive seat cushions and the same six levels of seat heat available. Window shades on the rear doors let passengers screen out the sun and unwanted attention, which is a nice alternative to the tinted windows that aren't allowed by the federal government in cars. They are only for trucks and SUVs, thanks to Beltway logic.
Handling delights, cargo bites
The A6 Avant is the wagon variant of the acclaimed A6, winner of the inaugural World Car of the Year award, providing a tautly sleek alternative to an SUV with true sport-sedan ride and handling dynamics. Of course, the spare, muscular wagon styling contains a much smaller cargo bay (20 cubic feet) than the average truck-derived freighter, making it a much more occasional hauler. An electric-powered rear hatch is an available option, and the Audi's works fine, but it is a feature I've never appreciated, perhaps because I can easily reach the open hatch to pull it closed.
The A6's sculpted fenders and flush glass lend a modern look, absent the overwrought, superfluous lame, er, flame surfacing styling cues increasingly aped by more of BMW's competitors. Unfortunately, BMW's other styling trademark, extremely short front overhang with aggressive front fender bulges, isn't possible with the front transaxle-equipped Audi, which has a long, heavy-looking nose on an otherwise lithe body. Perhaps it isMediterranean.
The slender vestigial chrome roof rails echo the functional roof racks of Country Squires past, accenting the long, lean and luxurious appearance of the A6, but they secure no oversize baggage to the roof. Back in the cargo hold, Audi has included handy channels in the floor with sliding tie-downs to hold goodies in place, much like the cargo channels in the bed of a Nissan Titan pickup truck. Even more convenient is a sliding cargo fence mounted in the channels, which can be used to secure objects such as coolers that are prone to sliding around between the fence and the front or rear of the cargo area.
As usual, interior materials are unsurpassed, with opulently soft matte surfaces that imply expensive kid leather even where there are only petroleum products, such as the black dashboard. The tan leather upholstery lightens the interior considerably compared to a black or gray interior so common in Teutonic equipment. This is especially beneficial in light (or lack thereof) of the unfashionably small sunroof. Especially in the wagon segment, more and bigger glass roof panels are increasingly the norm. Look out Vista Cruiser.
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