Wagon Wonderland: Audi A6 Allroad Practically Confirmed for America

wagon wonderland audi a6 allroad i practically i confirmed for america

With the Audi RS 6 Avant confirmed for America and the manufacturer teasing wagons via social media throughout the summer, we figured Germany would soon send another wagen our way. And while nothing has been confirmed through official channels, Audi executives are already saying it’s to be the A6 Allroad.

Rumors stated that the model would make its way to the United States ever since the updated A6 premiered at the New York Auto Show in the spring. Audi managed to encourage these rumors without issuing any confirmation — at least until Oliver Hoffmann, managing director of Audi Sport, chimed in earlier this week.

Speaking with Automobile, Hoffmann confirmed that the Allroad will be sold here — and he wasn’t the only executive to do so.

From Automobile:

All indications are we will once again get an A6 Allroad; the last time one was sold in the U.S. was more than a decade ago. The final decision hasn’t been made official via announcement, but top German executives, including [Hoffmann], tell us the wagon is headed for the U.S. We expect confirmation soon, after the U.S. arm finishes presenting its business case with a price point and projected volumes.

Our own sources have indicated that the wagon will likely go on sale before year’s end, similarly citing pricing, packaging, and volume projections as the only hurdles left to overcome.

In Europe, Audi sells the Allroad with a trio of 3.0-liter V6 diesels using a mild hybrid system. Base TDIs receive 227 horsepower and 368 pound-feet of torque. The 50 TDI brings that up to 282 hp and 457 lb-ft, while the top-shelf 55 TDI manages 344 hp and 516 lb-ft. All use an eight-speed Tiptronic (manumatic) transmission and the brand’s quattro all-wheel drive.

With no gasoline engine to speak of, Audi will likely borrow the 3.0-liter turbo V6 found in the A6 sedan. That means 335 hp and 369 lb-ft mated to the S-Tronic (DCT) gearbox, if adopted. But the Allroad should retain its adaptive air suspension, which allows the car to raise its 5.5-inch ride height by nearly two inches (depending on your speed), as well as Audi’s off-road mode, hill descent control and tilt angle assist.

Expect the manufacturer to say something definitive about the model soon.

[Images: Audi]

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  • Sfrunner Sfrunner on Oct 03, 2019

    Damn. I just got into a '19 A5 Sportback. I might have waited a bit and saved some more monies had I known this was just around the corner. This will be my next car. I had an A6 loaner awhile back and the screens work just fine. It took me about a day to figure it out and it is pretty slick, especially using wireless CarPlay, which is just so much easier to use with a touch screen rather than spinning the MMI wheel around and trying to execute a command.

  • Davekaybsc Davekaybsc on Oct 03, 2019

    For everyone moaning about the screens, try using the climate controls in the previous gen C7 A6 without looking at them. The design was terrible. There was no fan speed knob or set of buttons. Instead, there was just a TINY "fan" button. To adjust the fan speed, you had to first press that button, and then the temperature knob became the fan speed knob for a few seconds. It was clunky and distracting, and there's a reason why literally no one else does it that way. Meanwhile, the area right in the middle of the dash just under the CD slot typically has 3 or 4 blank buttons in that car depending on options, because Audi is terrible at interface design. It would've been incredibly easy to build in two large temp knobs and two sets of fan speed buttons if they had put in any real thought to intelligent use of the available space.

  • MaintenanceCosts The sweet spot of this generation isn't made anymore: the SRT 392. The Scat Pack is more or less filling the same space but it lacks a lot of the goodies, including SRT suspension, brakes, and seats. The Hellcat is too much and isn't available with a manual anymore.
  • Arthur Dailey I am normally a fan of Exner's designs but by this time the front end on the Stutz like most of the rest of the vehicle is a laughable monstrosity of gauche. The interior finishes suit the rest of the vehicle. Corey please put this series out of its misery. This is one vehicle manufacturer best left on the scrap heap of history.
  • Art Vandelay I always thought what my Challenger really needed was a convertible top to make it heavier and make visability worse.
  • Dlc65688410 Please stop, we can't take anymore of this. Think about doing something on the Spanish Pegaso.
  • MaintenanceCosts A few bits of context largely missing from this article:(1) For complicated historical reasons, the feds already end up paying much of the cost of buying new transit buses of all types. It is easier legally and politically to put capital funds than operating funds into the federal budget, so the model that has developed in most US agencies is that operational costs are raised from a combination of local taxes and fares while the feds pick up much of the agencies' capital needs. So this is not really new spending but a new direction for spending that's been going on for a long time.(2) Current electric buses are range-challenged. Depending on type of service they can realistically do 100-150 miles on a charge. That's just fine for commuter service where the buses typically do one or two trips in the morning, park through the midday, and do one or two trips in the evening. It doesn't work well for all-day service. Instead of having one bus that can stay out from early in the morning until late at night (with a driver change or two) you need to bring the bus back to the garage once or twice during the day. That means you need quite a few more buses and also increases operating costs. Many agencies are saying for political reasons that they are going to go electric in this replacement cycle but the more realistic outcome is that half the buses can go electric while the other half need one more replacement cycle for battery density to improve. Once the buses can go 300 miles in all weather they will be fine for the vast majority of service.(3) With all that said, the transition to electric will be very good. Moving from straight diesel to hybrid already cut down substantially on emissions, but even reduced diesel emissions cause real public health damage in city settings. Transitioning both these buses and much of the urban truck fleet to electric will have measurable and meaningful impacts on public health.