A large and prestigious station wagon - this is how the Audi Allroad was positioned. But the main emphasis was not even on this, but on the “zest” in the form of an adjustable ground clearance. But how did the famous air suspension perform? Let's find out, and at the same time we'll talk about the rest of the components and assemblies of this car. And is it worth it to opt for this car.
There are no complaints about the bodywork. It is remarkably protected against corrosion. There are none for the salon. Naturally, on a car of this class, all materials used in the cabin are of the highest quality. Even in winter, you will not hear squeaks in their performance. But sometimes complaints arise about the operation of numerous electronic systems. So when buying, do not be too lazy to check the operation of the air conditioner, power windows, wipers, radio. The same air conditioning clutch is quite expensive. And it would seem a trifle.
All engines installed on the Audi Allroad are quite reliable, although they still could not do without characteristic weaknesses. In any engine, periodically check the oil level, as its consumption increases with increasing mileage. And if this is not done, then very soon the hydraulic lifters will knock. By itself, one hydraulic compensator is not that expensive, but the problem is that there are a lot of them even in a six-cylinder engine. As a result, the replacement will cost a decent amount. Adding a liter of oil will be much cheaper. And do not forget that you need to refuel only high-quality fuel. Also, before buying, make a diagnosis of turbines that are installed on a 2.7-liter engine. Their replacement will greatly undermine the family budget. The very maintenance of gasoline engines will be reduced to changing the oil and spark plugs. It is better to change the oil every 10 thousand kilometers, and the candles will last about 35 thousand kilometers. Plus replacing the timing belt, drive belt, rollers and pump, which is for those owners who drive a car with a 2.7-liter engine. This replacement will be at the turn of 100 thousand kilometers. It would be great if it was done before you, since all this will cost a decent amount. But on a 4.2-liter engine, a metal chain is used. It is not necessary to change it, but in this case there is no question of saving. Painfully gluttonous this engine. You will need to refuel frequently.
The 2.5 liter diesel engine is good in itself. But on our diesel fuel, the fuel pump does not serve for a long time. Yes, and the turbine, although quite reliable, can still fail. And these knots cost a lot. So the diagnosis of a car with a diesel engine should be a prerequisite when buying.
But with a gearbox, no matter what, there will be fewer problems. In the "mechanics" with a run of 150 thousand kilometers, you will have to change the clutch. automatic box is also quite reliable, but be aware that its repair is expensive. So buying a “killed” car with the last money is fraught. The all-wheel drive system, if you do not drive every day on serious off-road, is quite reliable.
Well, now the most important thing is the air suspension. If it suddenly stops functioning, then immediately check the wires going to the compressor. Usually it's about them. Do not rush to change the compressor itself. Also try to periodically wash the car from dirt. Body position sensors don't like it. But in any case, after a run of 180 thousand kilometers, you will have to change the suspension cylinders. If we talk about the mechanical components of the suspension, then every 70 thousand kilometers you will have to change the levers in the front suspension. And after a run of 100 thousand kilometers, shock absorbers and hub bearings may require replacement. But with rear suspension far fewer problems. If something has to be changed relatively often, then only silent blocks.
In the steering, you will have to change the steering rods. Fortunately, they can withstand more than 120 thousand kilometers.
In the brake system, every 30 thousand it is necessary to change the front brake pads. The rear pads can withstand twice as much. Approximately the same resource and brake discs.
It turns out that the air suspension is quite reliable. But in any case, with this car you should not soar in the clouds. It was originally intended for wealthy people, therefore, in a used condition, small expenses for its maintenance and repair should not be expected. You will have to pay. But if you want to at least slightly reduce your costs, then try to pick up a car for yourself, where the former owner did the main work on replacing worn-out components. Or feel free to bargain.
The Audi Allroad is an all-wheel drive all-terrain wagon.
In February 2000, at the Geneva Motor Show, the model of the first Audi SUV was presented for the first time, which is designed to compete with such models as Subaru Legacy Qutback, Volvo V70XC and others including BMW X5 and Mercedes ML. The Allroad SUV model is made on an improved platform of the Audi A6 Avant.
most interesting feature new is the active air suspension. Automation itself monitors the condition of the road surface and accordingly changes the vehicle clearance (depending on the speed of movement, this change occurs in steps: at a speed of more than 120 km / h it will be 142 mm, in the range from 80 to 120 km / h the clearance will be 167 mm, at speeds below 80 km/h, the ground clearance will increase to 192 mm, the maximum ground clearance of 208 mm will be selected for driving at low speeds on bad roads). Also, the ALLROAD four-level air suspension allows the driver himself, by pressing the corresponding button on the instrument panel and observing the behavior of the car on the display screen, to select different ride heights, increasing it from 142 to 208 mm. For comparison, the BMW X5 has a clearance of 180 mm, and the Mercedes ML has 200 mm, and even latest model range rover exceeds this figure by only 2 mm. At the same time, with the help of electronics, Allroad maintains a specific amount of ground clearance regardless of the load on each wheel, i.e. on the number of passengers and the amount of cargo in the car, and thanks to diaphragm pneumatic elements, a high smoothness of the car is ensured. To improve traffic safety with clearance values of 192 and 208 mm, the body position stabilization system that automatically activates will prevent dangerous body rolls when cornering and pitches during hard braking. Suspensions are assembled on subframes, which are attached to the body through rubber-metal supports.
In general, the exterior design is similar to that of the Audi A6 five-door station wagon. Comparing the dimensions, we note that the Allroad is 14 mm longer, 42 mm wider and 138 mm higher than the A6 Avant quattro model with a 67 mm longer wheelbase. The body is decorated with polished metal: lining on the lower edges of the doors and panels at the bottom of the bumpers that protect the plastic from impacts. The arches are made in the style of VW Golf of the first and second generations. Wide tires, wheel arch extensions and more massive bumpers with a three-element grille and fog lights give the Allroad a more solid and imposing appearance. Aggressive crankcase and rear axle protection made of corrugated stainless steel, specially exposed to the public, as well as aluminum door sills, leave no chance to doubt the off-road purpose of the car.
The interior is also similar to the design of the Audi A6, the difference lies in the color scheme of the cabin. The control panel is trimmed with plastic, the devices are equipped with polished rims. Inside, the driver and passengers will feel as comfortable as in the standard A6. According to the creators of the Allroad quattro, five people will feel quite comfortable even on a long journey.
Of course, the machine has permanent drive all wheels with central center differential Torsen type (blocking of cross-axle differentials is simulated by braking of slipping wheels), disc brakes with ABS and EPS dynamic motion stabilization system. The latter is quite appropriate for a car whose maximum speed, even with a diesel engine, exceeds 200 km / h. Allroad has received an additional reduction gear in the transmission, which significantly improves its traction characteristics in heavy road conditions. Of course, the elements of the Allroad Quattro are good roads, and not a country road at all. However, if necessary, the car can tow a trailer. gross weight up to 2300 kg and move confidently on dirt roads.
The Audi Allroad is available with two types of engines: a 2.7-liter V6-Biturbo petrol with 250 hp, equipped with two turbochargers, and a 2.5-liter V6-TDi turbodiesel with direct injection, developing 180 hp. Gearbox options include a 5-speed Tiptronic automatic and a 6-speed manual, which can optionally be supplied with a "LOW RANGE" selectable reduction gear. This can be engaged at speeds up to 30 km/h and used at speeds up to 50 km Result: more freedom when driving on problematic terrain With a 250 hp engine, the car reaches speeds of up to 236 km/h and accelerates from standstill to 100 km/h in 7.4 seconds. Allroad will also get a petrol V8.
Equipped with such perfect components and systems, the Audi Allroad Quattro is able to take its rightful place among all-wheel drive vehicles in the rapidly growing European SUV market. Allroad is expected to produce up to 20 thousand per year, which should increase the share of all-wheel drive vehicles manufactured by the company to 30%.
By the beginning of the 2000s, a vacancy had appeared in a number of fast Audi station wagons. SUVs were in vogue at that time, and the company decided that it was time to do something like that. Sports station wagons RS by that time were already the hallmark of the company. Their powerful engines, all-wheel drive, dynamics and handling, which do honor to any sports car, have already become a legend. And Audi made "another RS", but for those who do not drive on asphalt. The first Audi Allroad Quattro was built on the basis of the Audi A6 station wagon in the back of the C5.
The most important change in relation to the base model was the appearance of air suspension, which made it possible to combine both cross-country ability and excellent handling. An aggressive "off-road" body kit and an extended track completed the image of the off-road vehicle.
Pictured: Audi Allroad 4.2 quattro" 2000–06
Only the most powerful engines could be found under the hood. True, the power of the magnificent 2.7 biturbo was reduced to 250 forces, and the 4.2-liter engine develops “only” 300, while on other models this series also had 15-20 more horses.
Inside the driver was waiting for a magnificent interior and excellent equipment, “poor” Allroads simply do not exist in nature. Well, all-wheel drive, of course, was mandatory. And for cars with mechanical box could even order transfer case with downshift. But we have a large part of the Audi - it's still cars with automatic transmission.
The first generation was produced from 2001 to 2005, and it gained considerable popularity. But the second one turned out to be “not right”: to eliminate internal competition with the Audi Q 7 and the platform Touareg, the car was made much more “highway”, and it did not repeat the success of its predecessor. Yes, and it was no longer positioned as a separate model, but as a top-end version of the A6, and nothing more.
The first generation remained one of the best "niche" models in its class. It is ideal for those who are uncomfortable with an SUV or do not fit in their image (although it is difficult to imagine in Russia) or simply need a powerful and not too defiant car. It was especially liked by tuning lovers, because the potential of the 2.7 biturbo engine is over 500 Horse power, and in stock on RS it develops about 380. Yes, and atmospheric 4.2 liters - too great option for improvements.
Body
It is difficult to expect an ideal body condition from a ten-seventeen-year-old car. But other instances may surprise.
I already wrote that high-quality paintwork on VAG cars from the beginning of the century, combined with high-quality galvanizing and detailing, is capable of a miracle. Cars in "native paint" without any special remarks are found, especially in price category“above 450”, fortunately, the body is not the most problematic part of the car.
Pictured: Audi Allroad 4.2 quattro" 2000–06 Windshield
original price
22,721 rubles
But there are also enough "drowned", "guests" and other options in a state of disrepair. They are strongly betrayed by peeling moldings and corrosion, puffy paint on the rear and side doors. In principle, there are quite a few points in the body where corrosion can feel at ease, but they are all covered with plastic or hidden from the eyes, so that during an external examination, you can only take a closer look at the seams and in the engine compartment. Seam between mudguard and fender - potentially trouble spot and often gives out cars with a difficult fate.
Cars that have stood still for a long time usually have a rusty "aquarium" - a niche above the engine. Here, all the machines on this platform love to accumulate water due to the not very successful drain design. In addition, acid fumes from the battery do not add health to the metal. In general, check carefully. By the way, the VIN number is printed on the same panel, only from the side engine compartment, so that corrosion in this zone also threatens with purely legal problems.
From the side windshield in this place there is a weld and there is a battery platform, the paint on which is often damaged.
If possible, carefully inspect the car from below. Like any SUV, the Allroad can be clogged with mud spars, hidden cavities, the space between the pipelines in the arches and on the bottom with the usual consequences for such cases - rapid corrosion in this vulnerable area.
Also carefully inspect the front panel: this part is replaceable, but responsible and loves to corrode. If you take the car for many years, then check the sealant on the windshield pillars, debris accumulates under the plastic lining in this hidden area, and if the car was washed irregularly, corrosion creeps out.
Pictured: Audi Allroad 2.5 TDI quattro "2000–06 On the go, listen for squeaks in the rear of the body in the pits. If present, remove the rear wheel arch covers and check the condition of the seams. Allroad is noticeably heavier than its progenitor, and sometimes it is loaded with all my heart, they drive on a primer, so welding may not withstand it. If the seams diverge, then in this place corrosion immediately begins to sharpen the metal. Fortunately, she does this extremely slowly, thanks to galvanization.
Under the plastic parts, surprises are also possible. Plastic does not so much protect the metal as it creates a favorable environment with poor ventilation and accumulation of debris. The area at the rear of the threshold is especially dangerous, where even on very good outwardly cars there can already be decent holes in the area of the clips.
In the photo: Audi Allroad quattro 4.2 (2002) Pay attention to the doors: their lower edge is covered with plastic, but it is worth looking under it. Early copies suffered from corrosion in the area of the door hinges.
Externally, the body is holding up well. Of course, the headlights wear out a lot with age, and the installation of more common headlights from the “simple” A6 hurts a little. appearance, so you have to look for Hella Classic lenses and polish the surface.
Numerous bumper grilles suffer primarily from small bumps, and the quality of Chinese counterparts makes them install on clamps, so take care of the original parts.
The rear bumper is often damaged from below, pay attention to whether there are any tears. It is better to replace the plastic anthers of the engine compartment with a full-fledged protection covering the automatic transmission crankcase and aluminum sheets of anthers. Anyway, plastic usually does not last long: oil dripping from the motor corrodes it, and frequent contact with the surface will safely finish off the weakened plastic.
Pictured: Audi Allroad quattro 2.7T (2000) Cracking foglights are a sign of fans to turn them on for no reason: they are afraid of water, so use them strictly for their intended purpose and there will be no problems. But wheel arch extensions and door linings are scarce parts, and their cost is appropriate. The original ones are expensive, 3-7 thousand per element, and you will have to wait a lot. You can look for homemade ones, but their plastic is usually noticeably worse than the original.
Beautiful aluminum roof rails corrode at the junction with the body and peel off as a result of the use of aggressive chemicals when washing the car. Often they are simply painted with “rubber”, but pay attention to the state of the paintwork in the contact zone: oxides often damage the paint on the steel roof and very bad corrosion centers appear, due to which the aluminum is literally “eaten away”.
Another "sore spot" among the attachments is the plastic "frill" panel. Here it is with a cover for the battery, and therefore, if the latter is inaccurately removed, it easily breaks in half. However, you should still check the over-engine niche, so at the same time pay attention to the condition of the plastic in this area. In extreme cases, a panel from Passat B 5 is suitable.
It is worth checking the condition of the trunk floors. They are often broken by a heavy load, especially if the machine has an optional "retractable floor". It can withstand only 80 kilograms, and the average weight of a Russian is usually more, so the mounts simply give up. And it doesn’t hurt to inspect the side niches for moisture, water sometimes flows there due to leaky taillight seals or jammed ventilation blinds under the bumper.
Salon
The salon is doing well. Good quality assembling and manufacturing is bearing fruit.
Yes, the leather of the seats is usually cracked, the driver's seat is often sagging, and the steering wheel is worn to the core. But this is with typical runs "for 300". Do not believe the small numbers on the odometers, an inspection of several cars showed that “on average” about 180 thousand kilometers were wound up. A good master and an attentive “ringing” of the blocks will tell the truth, since the developed electronics here are quite modern. A rare instance has a real mileage of less than 200 thousand, the interior of such a car is usually in almost perfect condition, as, indeed, the body with the engine.
In the photo: the interior of the Audi Allroad quattro "2000–06 Traces of hard exploitation by "clawed barbarians" will have external and internal door handles, a light switch and a climate system. On cars until 2003, the armrest mounts were also often broken, it did not differ in particular strength, and the one installed “from Superba” clearly speaks of a creative approach to repair and the outlook of the owner.
Doors and their filling are the cause of headaches for owners. Poor lock design Audi cars the beginning of the century causes minor, but massive breakdowns in older cars. The failure of the lock itself is usually manifested in the poor operation of the locks and the failure of the outside door handle. Less often, the inner handle drive cable breaks. On the European cars with a "safe" (double locking) "quest" to remove the lock, if it is blocked in the closed position, can pull for many hours of work. Or several thousand rubles, if the service is nearby. This problem is very common, which occurs more often on the driver's or rear doors. The repair procedure in any case will be very non-trivial: the design of the door is surprisingly inconvenient. You can’t do without a manual and the skills of an octopus locksmith.
In addition to locks, mirrors, in which the supporting structures corrode, and power windows, in which the guides in the front doors often fly off or the cables are torn, cause trouble. But this is a relatively rare malfunction.
Cabin systems are usually in good condition. The climate is quite reliable, except that with regular overheating, the heating radiator starts to flow: it is often the most weakness in the cooling system. Failures of the damper drives of the automatic climate control, which is mandatory here, also happen, but these are very rare breakdowns. But the souring of the trapezium of the wipers - on the contrary, the malfunction is typical, and in advanced cases it is extremely unpleasant. A fairly powerful motor can simply burn out, or it can “drag” another fuse socket in the fuse box and a piece of wiring.
In the photo: the interior of the Audi Allroad quattro 4.2 (2002) Windshield and headlight washer motors cost a lot, but you can see similar ones from VW Touareg: for some reason, there are noticeably more non-original codes on it, and parts are cheaper by half.
The hatch requires minimal care, except that you have to regularly blow through the front drain holes and lubricate the guides and seal edges with special silicone: it will be easier to slide, and the rubber will not crack in the sun.
Electronics
In principle, as with any age-old machine, the number of minor problems is quite high, but they are solved simply.
Somewhat more often than usual, you will have to change lambda sensors for gasoline engines, they don’t go more than a hundred thousand mileage, and any overheating or prolonged “annealing” can kill them right away. Result - bad traction and an extra couple of liters of fuel consumption in the city and a liter on the highway.
A fairly expensive DMRV can pass twice as much, but its malfunction affects the dynamics even more, moreover, in some cases, the piston group can be damaged.
Headlight xenon
original price
54 855 rubles
Door switches, like locks, are a sore spot in a car. Almost everyone goes through this.
A weak fuel pump, most likely, has died a long time ago, and you have a more or less successful Chinese copy. If you're lucky, the tank is converted to a thick and powerful Bosch 044, if not, then to a buzzing Walbro or something else.
A lot of 2.7T cars don't drive well because they don't have enough boost pressure: remember that and find out what's under the seat. By the way, the tank itself is bad, like on other all-wheel drive Audi. Problems with the fuel gauge and the operation of only one "half" of the tank are problems typical of older cars. The best decision– careful assembly with original components and without dirt. But in practice, it turns out that the gas tank of these cars is too complicated for the average car service. Contact real professionals.
Pictured: Audi Allroad 2.5 TDI quattro "2000–06 Headlight halogen
original price
16 373 rubles
Body level position sensors - trouble Allroad. Here, not only optics, but also the air suspension system depends on them. Fortunately, there are Chinese boards in the well-known Chinese online store, and there are master repairmen. But sometimes the sensor just breaks in half with a soured lever or rod, and then you have to buy new part. Less often, the connector turns sour, in which case its replacement can help, if the insides of the board have not yet been corroded. The codes for the required connectors are 1-967616-1 and 7M 0 973 119. This is not VW, but BMW and Mercedes, don't let that bother you.
Burning radiator fan connectors are a more serious problem, it’s not far from a fire, and the motor can overheat, especially if the viscous coupling is already half dead or its fan has broken, which happens quite often. You need to keep an eye on the connectors, and wash the radiators regularly so that the fans do not thresh how much in vain.
Not too successful parking sensors connectors and other trifles, probably, can not be mentioned, on cars over 15 years old, such problems are inevitable. So just check all the corrugations of the trunk and doors for fractures, and all the headlights and external electrical devices for operability.
Brakes, suspension and steering
The braking system of the car is excellent. And the front brake mechanisms here they are multi-piston, but nominally - still a floating caliper and 330 mm discs. A small upgrade of the brakes is a common thing for forced 2.7T. They put a little more serious “brakes” from 4.2 or from a heavier Touareg, fortunately in 18-inch wheel disks fit 350 mm mechanisms and even more.
Pictured: Audi Allroad 2.7T quattro" 2000–06 The ABS block is quite fragile. A typical trouble for Bosch is a power failure of the unit or an error in the sensor or solenoid. Of course, all the sensors are in good condition, they rarely break. The problem lies in the soldering of the ceramic board of the ABS unit. This is repaired in specialized services, it is unrealistic to solder the thinnest gold wires at home, just ruin the board. And you can tear off a lot of excess along with the compound. Fortunately, there are a lot of blocks, although they don’t fit very well from the “regular” A6: the firmware is different, and the ESP system starts to fail. And, of course, we must already carefully monitor the state brake pipes and hoses. Tubes corrode, especially if the bottom of the car has not been washed. And the hoses, due to the characteristics of the suspension, are often worn out, which is expressed in excessive “woolness” of the brakes. In general, reinforced brake hoses should be installed on such a car, and the length for the front wheels should be taken a couple of centimeters longer than that of regular ones. And it will be useful to keep track of their mounts, this is very important for a long-travel suspension.
The suspension here is strictly pneumatic, unless, of course, it has already been converted to conventional springs. Do not be afraid of pneumatics, they are not nearly as expensive now as they were five or ten years ago. The price of repairing a cylinder is 11-15 thousand rubles, it can be “sleeved”, thereby greatly extending its service life on primers.
Suspension sensors have learned to reanimate, as well as the pump. But the number of nodes that can break is certainly impressive. The cylinders themselves leak over time, especially if you do not wash off the sand from them by moving the suspension to the “upper” position. System fittings also sometimes leak, but rarely. The valve block corny wears out and fails. It is often forgotten about its maintenance, and the old dehumidifier and moisture freeze it in winter. Leaking compressor works “for wear” and can damage both the cylinder with the piston and the electric motor. Fortunately, both components are available for sale, and the kit can come out for less than 5 thousand rubles.
Front shock absorber
original price
18 320 rubles
Shock absorbers are also a bit pricey. The choice is either the original or Arnott, which is essentially the same Bilstein B 6 with a cropped base plate. Anything else is pretty hard to come by. In principle, any A6 shock absorber in a C6 body can be put on the “pipe” from Arnott, and if it is sealed, it will work fine, but you will have to solve the issue with the diameter of the shock absorber, regular ones are not very suitable for this.
Suspension air hose does not like very much custom sizes wheels. In some positions, the pneumatics can touch the wheel, and the machine will “fall”. The same effect can be caused by a hernia or detachment of a piece of cord. Be carefull.
With steering, everything is quite simple. It is not very successful, the servotronic rail usually works to the limit and often flows at the slightest opportunity, so you should immediately forget the habit of turning the steering wheel in place and focusing on “cold”. Unless, of course, you want to spend 11-16 thousand rubles each time on repairs.
Pictured: Audi Allroad 4.2 quattro" 2000–06 The pump does not like the same, which is also extremely “successfully” located on the motor. The cost of replacement work will be rather big. In the case of special luck, you can still get current pipes of the pressure line or damage to the “power steering radiator” due to the front fan installation curve. But in general, all the parts for this machine are not too expensive, it's just that the work will not be cheap, or you will have to do it yourself.
Of course, Audi will have to deal with some problems. Ten-year-old machines without problems simply do not exist in nature. Is it worth it? It seems that the body here is not bad, the interior is quite decent, and suspension parts can be easily found today. But will the engines and boxes of far from new “Germans” please? About this - in.
The four-level air suspension of the Audi Allroad Quattro is a logical development of the self-levelling system implemented in the Audi A6.
Introduction
Designing a car ideal for good driving conditions and off-road sounds like squaring a circle. Usually good SUVs not very pleasant driving characteristics for daily use on good roads. The high ground clearance – a decisive off-road advantage – determines the vehicle's high center of gravity.
However, this turns out to be a disadvantage when it comes to fast cornering or stability at high speeds. In addition, the high seating position means greater air resistance and increased consumption fuel.
On the contrary, the shorter the suspension travel, the better car"keeps the road" However, the same quality significantly worsens off-road patency. Variable ground clearance is the optimal solution for the operation of a car on any type of road - this design solution is called a 4-level air suspension.
The air suspension in the Allroad Quattro model is based on the “family” system from the Audi A6.
System Description
4-level air suspension includes full body level control with conventional front axle spring dampers and load-adaptive shock absorbers (PDC) on rear axle. The height of the car body is controlled individually for each side - using four level sensors.
Each suspension mount has a gas-filled "spring" and a so-called "transverse valve". Thus, each axis can be controlled individually.
The 4-level air suspension is designed as a system based on an air accumulator. This design improves performance characteristics system, reduces noise levels and increases compressor protection.
One of the features of the suspension is the ability to change the car's ground clearance by 66 mm in 4 stages. All four stages can be controlled manually or automatically.
Body position levels are indicated as follows:
- Level 1 = Low Level (LL)
- Level 2 = normal level (NL)
- Level 3 = High Level 1 (HL1)
- Level 4 = high level 2 (HL2)
- Parking PL = high level 1
The latest design of the fully controlled air suspension was developed specifically for the Audi Allroad Quattro. In addition to the benefits of automatic control and maintenance of body level above the road, as described for the Audi A6, this suspension system has additional advantages:
- The 4-level air suspension contains sophisticated electronically controlled suspension components on both axles. The system allows you to change the level of the body by 66 mm and offers four options for ground clearance (from 142 to 208 mm);
- Depending on road conditions and personal preferences, you can choose a higher ground clearance or a low vehicle position to improve handling and reduce drag;
- 4-level air suspension automatically maintains a constant level of the body, regardless of the load and weight distribution inside the body;
- Setting any of the 4 levels of ground clearance can be done manually or automatically within the specified limits;
- Separate automatic functions or the system as a whole can be disabled using the control unit;
- LED indication on the control panel clearly informs about the current suspension mode;
- The pneumoaccumulator system provides the maximum comfort of the movement.
Functioning
The automatic level control unit E281 is used to control the 4-level air suspension and monitor/alarm the status of the system. Changes to a certain level occur automatically during normal driving. Depending on road conditions, the driver can use the Raise or Lower buttons to force a suitable ride height at any time.
A single press of the "Raise" button immediately switches the suspension to the next higher level. By pressing it again, you can "jump" through the levels - for example, from "Low level" immediately to "High level 1". However, High 2 cannot be selected immediately - only if the suspension is already at High 1.
The transition to low levels is performed in the same way - using the "Lower" key. By repeatedly pressing, you can immediately go from the level "High 2" to the lowest.
Note:
- it is possible to raise the body to a higher level only when the engine is running or when there is sufficient air pressure in the pneumatic accumulator;
- you can reduce the height of the body even with idle engine.
Indication
One of the four LED indicators on the control panel, which are located one on top of the other, lights up continuously, signaling the current suspension level.
Only the level change procedure (automatic or manual) will cause one or more LEDs to flash. Once the suspension has leveled up, the indicators will stop flashing and turn solid again.
The LEDs inside the Raise and Lower keys indicate that the command is being executed and validated. If the LED flashes, then the command to change the suspension level has been rejected (for example, if the driving speed is too high).
If the actual suspension level deviates significantly from the optimal level, the corresponding diodes will flash, “prompting” the driver the best way level adjustments.
By "significant deviations" is meant:
- when at least one axle is lower than the next lowest suspension level relative to the current value;
- both axles are higher than the next highest suspension level.
Assignment of other keys
Each of the buttons has its own purpose, let's consider what each of them is for.
Automatic switching
The so-called "manual mode" can be turned on or off by pressing the "Raise" or "Lower" keys (they must be held down for at least 3 seconds). A yellow indicator labeled "man" indicates to the driver that the suspension is in manual mode. "Parking Level Control" and "Motorway Mode" are disabled in manual mode.
Switching off the control system
The control system is turned on or off by pressing the "Level" button (you must hold it for more than 5 seconds). When the control system is off, the operating unit LEDs for manual mode, as well as both the level and control lamp K134 activated. The level indication LEDs show the current level. The corresponding indicator lights up permanently.
The control system that has been switched off is activated automatically when the vehicle speed exceeds 10 km/h (unless the lifting platform mode is recognized). The control system can also be disabled using diagnostic testers.
Control algorithm
There are two types of control units (depending on the importing country of the vehicle). The control algorithms described below refer to the control unit 907 4Z7 553A. Differences in the functioning parameters of control units with numbers 4Z7 907 553B are described below.
If the car is in the highest off-road "Level 2", it will automatically "crouch" to "Level 1" at speeds over 35 km/h. The control system will only allow an increase to "Level 2" at speeds below 30 km/h.
If the vehicle's suspension is in "Level 1", then at speeds above 80 km/h, the control system will automatically lower the body to the normal level. The system will only respond to a manual command to raise the body to "Level 1" if the speed is less than 75 km/h.
While driving, automatic transition to off-road "Level 1" and "Level 2" is not available. This command must be manually selected by the driver. The "Parking" level is an exception. In this mode, the vehicle automatically rises to off-road "Level 1" when it is stopped and locked.
Highway Mode
If the car is moving faster than 120 km/h for more than 30 seconds and the suspension is at the “Normal” level, then the body will automatically lower down to the “Motorway” mode. This reduces air resistance to save fuel and lowers the vehicle's center of gravity, improving handling.
The car body automatically rises to the normal level in the following modes:
Algorithm of the "Parking" mode
The "Parking" mode ensures that the height of the car body is maintained after stopping for a long time. A decrease in the level is possible only due to cooling of the air in the air springs or natural diffusion of the working fluid. The mode facilitates the entry / exit of passengers and the loading of luggage, and also improves the appearance of a stationary vehicle. The parking level corresponds to a high level of suspension - "Level 1" (HL1).
Parking mode is activated:
- when the system is in standby mode and the vehicle is locked from the outside;
- when there is sufficient air pressure in the pneumatic accumulator;
- when the system is not in manual mode.
Please note that the Parking mode (PL=HL1) is only canceled when the speed reaches 80 km/h or when manually downshifting.
If the suspension is already in Off-Road Level 2 (HL2) mode, the body will not lower to Park mode.
Manual mode
Highway and Parking levels are available in manual suspension mode.
The differences from the 4Z7 907 553A device described above are:
- lack of parking level control;
- automatic level up to HL
Conditions for automatic lifting of the body to "Level 1" (HL1):
- the system should not be in manual mode;
- between switching the ignition on and off in the current trip, the driver must select the suspension mode "Level 1" or "Level 2" at least once.
The car body is automatically lifted to "Level 1" under the following conditions:
If the system has lowered the body height to the minimum level (Motorway mode), the suspension will automatically raise to "Level 1" when the speed drops below 60 km/h after 30 seconds of driving.
Safe automatic shutdown of the ESP system
For technical reasons, it is not possible to change the level/position of the body in corners. If cornering is detected, the suspension control functions are disabled. However, the control commands are stored in memory and implemented - as soon as the car switches to rectilinear movement.
In the Audi Allroad Quattro, you can influence the algorithm of the ESP stabilization system using the ESP button of the same name on the suspension control unit. If ESP operation has been overridden by pressing the ESP button while the ESP LED is lit, the skid dynamics control will become passive, but not during braking.
If, for example, the vehicle's suspension is in "Level 2" with ESP activated and the driver accelerates rapidly on a very winding road, speeds of over 35 km/h can be achieved even at this suspension level. In order to guarantee maximum safety in these driving conditions, ESP is automatically deactivated at speeds over 70 km/h, despite the high center of gravity. This is called "safe automatic shutdown" ESP ".
The normal ESP functions will become available again and the ESP lamp will turn off. "Safe auto-off" ESP occurs at 70 km / h - for the suspension mode "Level 2" and at 120 km / h - for "Level 1". For normal or low suspension levels, there is no "safe auto-off" ESP.
Please note that turns are recognized by the self-levelling control unit J197 by evaluating the signals from the four body level sensors.
System Components
Let's take a closer look at each component of the Audi Allroad Quattro air suspension.
Pneumatic supports
The front suspension struts feature a completely new design. As on the rear axle, pneumatic elastic elements are installed coaxially with shock absorbers in the form of a single suspension strut. The rear air mounts are identical in design and function to those used on the Audi A6 suspension (also equipped with self-leveling function).
Design
Same as for rear pillar, the connection with simultaneous sealing of the air support (piston) with the shock absorber is made using a double bayonet seal (for the front pillar it is made as a single sealing connector No. 17). Differences in design required a change in the type of node.
Front suspension strut
The connection of the front air support with the shock absorber is carried out without lubrication. Connector #17 and O-ring must be completely dry and free of grease during installation. Before assembling the air support, make sure that the O-ring is located on the second shoulder of the shock absorber and is pressed evenly over the entire surface. The air support (piston) is mounted on the shock absorber and pressed in by hand. The sealing ring is pulled over collar 3 by the movement of the piston, where it is held and seals the pneumatic support.
Rear suspension strut
Before installation, the connecting nodes must be cleaned and lubricated with special grease. For installation, the air support is pushed outward and rotated slightly.
Operating air pressure in the air mounts
Please note: O-rings should always be checked for leaks. The surface must be clean, free from rust and pitting (for aluminum parts). You should also lubricate the rings as needed.
Attention! Do not touch the piston when installing or transporting the suspension strut assembly, as the piston can be easily damaged if there is no internal air pressure. If the O-ring is pushed out of the air mount, then the strut is leaking.
The air bellows must not be compressed when there is no working air pressure inside, since the cuff cannot deploy correctly and will be damaged. After servicing the suspension, be sure to fill it with air from an external source using a diagnostic tester before raising or lowering the vehicle on a lifting platform or jack.
The air supply system consists of individual components. Each of them is detailed below.
Compressor
The design and operating parameters of the compressor are fully consistent with the device described for the Audi A6 self-levelling suspension. Below are only the differences for the 4-level air suspension of the Audi Allroad Quattro:
- The inlet fitting is installed outside the vehicle in front of the spare wheel and is not soundproofed;
- Working pressure increased to 16 atm. due to the presence of a pressure accumulator;
- Reduced speed to reduce noise;
- The suction fitting and the discharge section are placed in the spare wheel area and are equipped with a filter, which at the same time is a noise damper for the passenger compartment;
- Optional suction/discharge valve ensures minimal noise, especially during air bleeding;
- Temperature control is carried out using a sensor on the cylinder head, as well as real-time calculations of the control unit using a special temperature model.
Please note: during normal operation, the compressor will only turn on when the engine is running.
Exceptions:
- final diagnostic procedures;
- basic system setup;
- pre-start at an excessively low level of pressure in the system.
Special fasteners, consisting of coil springs and rubber damping elements, prevent the transmission of vibration to the body.
Air filter / noise absorber
Due to the location of the damping element (in the niche under the spare wheel), its maintenance during operation is not required. 
Pressure accumulator
The receiver allows you to change the level of the car body quickly and with minimal air suspension noise, since the receiver can be refueled while the car is moving, when the compressor noise is not so noticeable.
Provided that there is sufficient air pressure in the receiver, a change in body level can be carried out without activating the compressor. “Sufficient pressure” means that before lifting the body in the suspension system, there must be a pressure drop between the receiver and the air mounts of at least 3 atm.
The receiver is made of aluminum and holds about 5 liters of air. Maximum operating pressure is 16 atm. 
Air inflation procedure
When driving at a speed of less than 36 km/h, air is injected first of all into the suspension air mounts (and only when the operating pressure is reached – into the receiver). The pressure accumulator is only filled when driving at speeds over 36 km/h. At speeds above 36 km/h, the working air supply is carried out primarily from the compressor.
The described algorithm provides the best efficiency, including the saving of electricity for the compressor, and the lowest noise level.
Pneumatic system diagram
- Additional noise suppressor;
- Check valve 1;
- Air Dryer;
- Check valve 3;
- Check valve 2;
- Pressure relief valve;
- Pneumatic release valve;
- Compressor V66;
- Electric exhaust valve N111;
- Receiver valve N311;
- Valve for front left suspension strut N148;
- Valve for front right suspension strut N149;
- Valve for rear left suspension strut N150;
- Valve for rear right suspension strut N151;
- Receiver;
- Front left air support;
- Front right air support;
- Rear left air support;
- Rear right air support.
Solenoid valves
The 4-level air suspension has 6 solenoid valves. The discharge valve N111 forms a functional unit: the pneumatic valve, together with the discharge valve, is integrated into a single dryer body. Exhaust valve N111 is a 3/2-way valve that closes automatically without electric drive. The pneumatic release valve acts as a pressure limiter and residual pressure retainer.
In four air springs, the valves N148, N149, N150, N151 and the accumulator valve N311 are combined in a single unit. They are designed as 2/2-way valves and close without electric drive. Pressure on the air springs from the accumulator further assists in their closing.
The pressure lines are color coded to avoid confusion when connecting them. The valve blocks are also color-coded to match the colors of the connectors. 
Temperature sensor G290 (overtemperature protection)
To increase the maintainability of the system, the G290 temperature sensor is attached to the compressor cylinder head. The J197 control unit operates on a special temperature model to prevent the compressor from overheating while ensuring its continuous operation.
To do this, the control unit calculates the maximum allowable temperature of the compressor depending on the time of its operation and the signals from the temperature sensor and turns off the compressor or blocks its inclusion when certain limit values are reached.
The G291 pressure sensor is integrated into the valve block and is used to monitor the pressure in the accumulator (reservoir) and air suspension mounts. Information from the receiver sensor is required for additional verification of the correctness of functions and for self-diagnosis. The individual pressure value in each of the air mounts and the receiver can be set using the appropriate control of the solenoid valves.
The measurement of "personal" pressure is performed during the discharge or filling of the air mounts. The fixed values are stored and updated in the memory of the control unit. The pressure in the accumulator is additionally monitored every 6 minutes while the vehicle is in motion. Sensor G291 transmits a signal (voltage) proportional to the amount of physical air pressure. 
The level sensors are so-called "angle sensors". With the help of a lever mechanism, a change in the height of the car body is converted into a change in the angle of the sensor's sensing element. The angle sensor used in the Audi Allroad Quattro is non-contact and works on the inductive principle.
A feature of this type of sensors is the presence of two types of output signal proportional to the angle of rotation of the sensitive element. This allows the sensor to be used both to provide four levels of vehicle ride height, and to control / adjust the angle of the headlights.
One output provides a voltage proportional to the angle of the sensing element (for headlight adjustment) and the second output provides information to operate the 4-level air suspension directly.
Please note: body level sensors are identical in design, only their installation brackets and mechanical connection to the body are different for the rear / front axle and starboard / port side.
Thus, the rotation of the sensor drive arm, as well as the output signal, will be opposite for the left and right side of the body. For example, the amount of stress during suspension compression increases on one side of the sensors and decreases on the other.
For technical reasons, the voltage for the level sensors on the left side (front left G78 and rear left G76) is supplied by the headlamp control unit J431. Power supply to the right side level sensors (front right G289 and rear right G77) is from the 4-level air suspension control unit J197. This arrangement ensures that if control unit J197 fails, the headlight control circuit will continue to operate.
Pin assignment for level sensor
J431 - J431 control unit for headlight beam throw control;
J197 - self-levelling unit.
Device and operation
An angle sensor essentially consists of a stator and a rotor. The stator is a multi-layer printed circuit board including exciter coils, three receiver coils and control electronics. The three pick-up coils are angled and positioned out of phase. Excitation coils installed with reverse side printed circuit board.
The rotor consists of a closed conductive circuit connected to a lever that oscillates with a mechanical drive arm. The coils of the conductor have the same geometric shape as the receiving coils. 
Functioning
The excitation coils are subjected to the action of an alternating magnetic field, which induces EMF induction in the turns of the rotor. The current induced in the rotor produces its own alternating electromagnetic field around the rotor winding. Both alternating fields act on the receiving coils and induce two types of alternating current in them.
While the induction of the rotor is independent of its angular position, the induction of the pick-up coils is determined by their distance from the rotor, whereby its angular position can be determined.
When the rotor, depending on its angular position, "blocks the way" to the secondary current in the receiving coil, the voltage amplitudes change in strict accordance with the angle of the rotor position.
The electronic unit evaluates the AC compensation in the pickup coils, amplifies this signal and generates a proportional output voltage (dynamically changing). The output voltage is the receiving signal for the body level sensors and is used/processed by the suspension control unit. 
Voltage amplitudes depending on the position of the rotor in relation to the receiving coil (an example of determining the position of the rotor).
Level sensors (short description)
The advantages of "angle sensors" lie in their design - non-contact signal reception reduces interference.
Obtaining a relative signal proportional to the angle of rotation makes it susceptible to mechanical tolerances such as distance from the sensing element, sensor installation/tilt error, etc. At the same time, electromagnetic interference is largely compensated by obtaining a relative signal.
Thus, the design of the sensor does not impose strict requirements on the magnetic characteristics of the material, operating temperature and the "age" of the components. Deviations of the measured signal can only be due to "aging" or heating of the permanent magnets and the associated decrease in the magnetic field strength.
- Lights up for one second when terminal 15 is turned on (during self-diagnosis);
- Solid on when there are system errors or when the system is turned off;
- Lights up continuously during system calibration, when the basic settings have not been correctly performed;
- Flashes when the body position is extremely low or high relative to specific driving parameters;
- Flashes during control diagnostics.
The J197 block is connected via the K-wire interface. The control board integrated in the common unit evaluates the signals from pressing the body level change buttons on the dashboard and transmits them in the form of an appropriate data protocol via the K-wire interface to the J197 control unit.
The control unit J197 sends information about the height of the vehicle body and the current state of the system back to the E281 also via the K-wire interface. After that, the electronic unit turns on the corresponding indication LEDs.
To increase reliability, the "Raise" key performs the backup functions of the additional interface.
Please note that the K-wire connection of E281 and J197 is not related to the K-wire self-diagnosis functions between J197 and the diagnostic tester.
Interface
CAN data bus
The design of the four-level air suspension provides for data exchange between the self-levelling unit J197 and the control unit via the CAN bus (with the exception of a few interfaces).
The diagram shows the algorithm for exchanging information between the gearbox control unit and the control control unit via the CAN bus. 
Additional algorithms
The control unit also has additional algorithms, we will also consider them.
Signal from door switches
- This is the "ground" from the central locking control unit, which signals the opening rear doors and/or trunk lids;
- Also used as a "wake-up pulse" to bring the system from sleep mode to online mode.
Signal from terminal 50
- signals starter activation and serves to turn off the compressor during start-up.
If a low body position is detected after the wake-up pulse, the compressor is immediately activated so that the vehicle can start moving as quickly as possible. The compressor turns off during engine start to conserve battery power and provide proper starting power.
Vehicle stop signal
- Used as information to control the parking mode;
- Received as a ground signal from the central locking unit J429;
- Not taken into account in self-diagnosis. If there is no signal, parking level control is not performed.
Vehicle speed signal
- It is a "square signal" generated by the instrument panel. Its frequency changes according to the speed of the vehicle;
- It is used to assess the state of the car (movement / stop) and, accordingly, select the control algorithm.
Speed information is redundant, since this information is duplicated on the CAN bus.
to the wire
The interface is used for system diagnostics (connection of the control unit J197 and the connector of the diagnostic tester). K-wire communicates with the system through normal informational messages.
The K wire self-diagnosis interface should not be confused with the K-wire connection of the operating unit E281 to the control unit J197.
Power supply for the headlight beam adjustment system
For the 4-level air suspension of the Audi Allroad Quattro, the position of the headlights is controlled by control unit J197.
Please note: A locked central locking signal is not required for vehicles without parking level control.
Trailer connection signal
Comes from contact switch F216 trailer linkage. When the plug is inserted, contact switch F216 connects block J197 to ground. 
Headlight range control
When the height of the vehicle body changes, i.e. both axles are raised/lowered at the same time, this results in a short-term reduction in headlight range. To compensate for this effect, the Allroad Quattro is equipped with automatic system dynamic headlight position control (with the exception of gas discharge headlights).
The Automatic Dynamic Headlight Height Control maintains the beam at a constant angle to the road, regardless of vehicle height/levelling.
In order to prevent headlight correction errors from suspension oscillations on bumps, it is carried out only with a certain continuous uniform movement of the car (with little or no acceleration).
If a change in body level occurs, for example in "motorway" mode, the 4-level air suspension control unit J197 sends a voltage pulse to J431. This immediately activates the HRC to control the body change algorithm:
- to level up first rear axle, then front;
- to lower the level - first front axle, then rear.
Control algorithms
Now more about the air suspension control algorithms.
The central element of the air suspension system is the control unit, which, in addition to control functions, allows you to monitor and diagnose the entire system. The control unit receives signals from height sensors and uses them to determine the current position of the body.
If it differs from the “reference” values for the given driving mode, the block issues a command for correction, taking into account other controlled values, including the response time and the actual value of the level deviation.
Depending on the driving conditions, the block controls the suspension by implementing the appropriate algorithms. The comprehensive self-diagnostic function makes it easy to check and service the air suspension. Depending on the importing country, two suspension control units are installed on Audi Allroad Quattro vehicles.
Control units with numbers 4Z7 907 553A and 4Z7 907 553B implement different control algorithms. A single algorithm for both blocks (index "B") is planned to be implemented in the future.
Please note: the system can be tested using the built-in self-diagnostic routines. Or test apparatus 1598/35.
Power supply for headlight beam adjustment
As described above in the "Level sensors" section, the left side sensors are supplied with voltage from the headlight control unit J431. The headlight adjustment mechanism does not require constant voltage, so power is supplied via the control unit J431 (terminal 15) when the ignition is on.
However, all left and right side level sensors must be online even when the ignition is off. To allow the left level sensors to give out information, the 4-level suspension of the Audi Allroad Quattro has a control unit J431 (HRC) connected to the J197 unit. This ensures that voltage is applied to all level sensors when control unit J197 is active.
Modes
The suspension system of the Audi Allroad Quattro has different modes. The following is a description of each mode and how to control them.
Off-road mode / Normal mode
Response time to level change
Control algorithm when level changes
The level change is mainly carried out from axle to axle, as a result of which the level difference between the left and right sides of the body is compensated, for example, if the load in the car is unevenly placed - closer to one side.
Level change process:
- Increase - first the rear axle, then the front;
- Lowering - first the front axle, then the rear axle.
Starting and stopping
The “Start of movement” mode is designed to compensate for deviations of the body after parking, for example, when one of the passengers leaves or unloads the car, and before the trip due to a decrease in air temperature in the air bellows, natural air leakage, etc. The presence of these modes allows you to reduce waiting before driving to a minimum.
After switching off the ignition, the control unit goes into standby mode and remains active for a maximum of 15 minutes (power supplied via terminal 30) until it goes into sleep mode.
To save battery power when the engine is not running, the polling of sensors and the set of block functions are limited both in number and duration.
"Sleep" mode
To minimize power consumption, the control unit switches to "sleep mode" after 15 minutes. The duration of the "sleep" is not adjustable. And the inclusion of the block is activated from the impulse of the door limit switch.
When there is a signal from the door opening sensor, the unit “wakes up” and is ready to start working as soon as the ignition is turned on or a signal from the speed sensor appears (the car will move).
The system can switch between Sleep mode and Ready mode up to 15 times. Over the next 15 wake-up procedures, the system will go to sleep after only 1 minute. The system can then only be activated via terminal 15 and/or a signal from the speed sensor.
Lift mode
The air suspension control unit evaluates the signals from the level sensors for a stationary vehicle. If at the same time the body "spontaneously" rises, the unit initiates the "lift" mode. The "Lift" mode is designed to protect the air mounts from excessive stretching in the absence of load, when the car body is raised on the platform.
Please note that in order for the control unit to correctly recognize the "Lift" mode, the car must be raised as quickly as possible.
Trailer use
The correct hitch position must be determined for the "Normal" body level. The connection of the F216 switch to the trailer's 13-pin socket is used to recognize its connection.
If the presence of a trailer is recognized, the manual suspension mode is activated automatically, the “man” diode lights up on the instrument panel. The automatic suspension control is then terminated. The normal body level is set by the control unit E281.
Please note: when towing a trailer, the normal suspension mode must always be selected.
Care must be taken to ensure that the system switches to manual mode (for example, there is no automatic changeover to manual mode if the signal for connecting a trailer is not recognized).
In difficult road conditions, off-road modes (level 1 or 2) can be activated, but normal suspension mode must be selected again at speeds up to 35 km/h. Driving with a trailer at a low suspension level or in automatic mode not allowed!
Additional tools
The adapter cable 1598/35 from the tester 1598/14 is used for troubleshooting and testing four-level air suspension sensors. Since the tester's pin assignment is not compatible with that of the J197 control unit, the VAG template 1598/35-1 must be used. The pin assignment can only be found using the VAG 1598/35-1 template. 
The basic setting of the "reference" level of the air suspension system is carried out by entering the ride height with the body position at the "Normal" level. The measured value from the center of the wheel to the lower edge of the wheel arch must be entered into the control unit using the diagnostic tester - function 10 "Adaptation".
The codes serve to determine the reference value for the normal level ( Audi model Allroad Quattro - 402 mm). This means that the value of specific body level sensor values will be taken into account, adjusted for a "reference" value.
Due to the tolerances of the components of the measuring system, there will be a discrepancy between the actual (measured) and reference values. If the actual body level is known, the control unit J197 recognizes the difference with the reference values, on the basis of which the readings of the individual level sensors are corrected.
Advantages of the described measurement method:
- no influence of the fixed basic setting due to...
… different tread depths and tire pressures.
… minor irregularities in the road surface.
… different tire sizes.
- ease of setup.
Codes for Allroad Quattro
Self-diagnosis. Keyword: 34 Self Leveling Suspension
Both generations of the diagnostic tester (VAG 1551/1552 and VAS 5051) are suitable for connection to a 4-level air suspension control unit. Because of disabilities Program cards have text display restrictions for V.A.G. 1551 and 1552. 
Control unit 4Z7 907 553A / B. Control algorithms for the 4-level air suspension of the Audi Allroad Quattro, including the demultiplier.
General information about the model
The first generation Audi Allroad (C5) is a premium all-wheel drive station wagon. The SUV is a 5-door modification of the Audi A6 Avant with permanent all-wheel drive. The Allroad C5 was assembled at the company's plant in Germany. The first generation of the model was produced from 1999 to 2005.
The German automobile concern Audi has long been famous for its all-wheel drive cars, but until 1998 they remained just city cars with good handling. However, German engineers, driven by competitors, primarily the Japanese, decided to gain fame in the class of "all-terrain" cars. Thus, the flagship of the Audi A6 Avant line has undergone modernization, and the world saw the first SUV from Audi - Allroad C5.
The car was first shown in 1998 at the Detroit Motor Show. By the end of the 90s, interest in such hybrids of an SUV and passenger car especially increased, primarily in the United States, which explains the choice of presentation venue. Having received the most flattering comments from the public, German engineers brought the prototype to mind and in 1999 the first production samples of the Audi Allroad C5 rolled off the assembly line.
Undoubtedly, the developers of the new model did not disregard the successes of Japanese competitors in this field, therefore, in many ways, Allroad resembles Subaru Outback. But only the concept was taken as a basis - a passenger SUV, or simply - an SUV.
Interestingly, the C5 was produced unchanged until the release of the second generation Allroad. Compared to its Avant predecessor, the Allroad is 15mm longer, half a centimeter wider and 140mm taller. In terms of design, the Audi Allroad C5 retained the features of a premium car, but a number of elements, such as large wheel arches, wheels and aluminum lining on the doors and grille, added some sportiness and aggressiveness to the appearance.
In 2005, the second generation model, the C6, replaced it. Nevertheless, along with the updated Allroad, C5 is quite popular today.
Technical features
Audi Allroad C5 cars were equipped with the following engines: six-cylinder gasoline engines volume of 2.7 and 4.2 liters., and diesel 2.5 liters. Increased power was achieved thanks to five valves for each of the six cylinders and an injection system with a modified manifold geometry. Although the engine is tuned primarily for high torque, acceleration and top speed are also decent - less than 8 seconds to 100 km / h is a very good result for a massive station wagon.
Perhaps the most important dignity Audi Allroad- electronic system suspension settings. The driver of the car can choose 4 driving modes. For each mode, a clearance is provided in the range from 142 to 208 mm. It is important to note that if the driver did not choose the most suitable mode, or simply forgot to switch it after he left off-road on a flat surface, the electronic control unit will automatically change the suspension settings based on data from numerous sensors. A similar idea became widespread on sports touring motorcycles in 2008, while Audi has been using it since 1998.
Since the Germans encroached on the off-road elements, it was impossible to do without a series of low gears. The Audi Allroad C5 was equipped with a so-called demultiplier, which can be turned on using a button on the gearbox selector. The speed of movement in this mode is limited to 70 km / h, but it is very difficult to imagine a madman who wants to drive through the forest at a higher speed, and even in a premium car.
The well-known company Pirelli made special tires for the Allroad C5. The sidewall of the tire has "Allroad" written on it, and the wheel tread is slightly deeper than Pirelli's generic "rubber".
Audi Allroad is one of the first models that gave rise to new class cars - SUV.
The sliding sunroof of the car in the luxury configuration is equipped with a solar battery, the charge of which is enough to run the cooling system.
Competitive advantages
The main competitors of the Audi Allroad C5 are the Subaru Outback and the BMW X5. Competitors are very serious, but Audi can even compete with them with dignity.
Here, in the first place, SUVs differ from SUVs, so this is fuel consumption. For obvious reasons, SUVs cannot be among Audi’s competitors, but compared to Subaru and BMW, Allroad C5 has an order of magnitude higher efficiency indicators. When driving outside the city and in mixed mode, Audi's fuel consumption is 7% lower.
Indicator top speed out of competition - the 2.6-liter Allroad C5 gasoline engine allows the car to reach speeds of up to 234 km / h, while the X5 and Subaru Outback limit does not exceed 220 km / h.
Audi's trump card is the very worthy off-road performance of the Allroad C5. Important role air suspension with the ability to adjust the clearance played here. But do not forget that one of the most important indicators for cars such as the X5 and Allroad is the level of comfort.
Awards
Based on EuroNCAP crash test results Audi car The Allroad C5 received three stars for adult safety.
In 2001 Allroad C5 entered the top 10 best cars of the year according to the American magazine Car and Driver.