Here’s Exactly What It Cost To Turn The World's Least Reliable Car Into An Off-Road Beast
The Audi Allroad has become a running joke as possibly the least reliable car ever made, and for pretty damn good reason. Between the notoriously finicky 2.7-liter twin-turbo V6 engine (same as in the vaunted B5 S4) and the early 2000s air suspension (read: terrible), there is just way too much crap to go wrong —Often to the point where most owners just can’t keep up with the maintenance and sell them off for cheap once the repair bills start piling up. Here’s where I come in.
I bought the car in September after seeing it sit on Craigslist for about a month. The timing belt had snapped on the previous owner, and being an interference motor, it was pretty safe to say that the engine was toast. Since the guy was a rational human being, it was his best bet to just cut his losses and just sell it.
Note: I am not a rational human being.
After a few weeks of negotiating with the guy, the day finally came when I showed up with a truck and trailer (with a winch, praise Science), and took it over to my buddy’s house where I would be working on it for the foreseeable future. I won’t go into too much detail on the swap here, as it was a very long and detailed process, so if you want to get into the nitty gritty, you can check out my build thread on Expedition Portal.
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I already had a low mileage replacement engine lined up from a friend of a friend from a B5 S4. I brought a hoist and picked it up from him along with some gaskets and other misc. parts thrown on top:
First things first, we had to do a full timing belt job on the replacement engine, and it’s way easier to do on an engine stand than in the car. There was also a whole laundry list of other stuff I needed for the new engine, so I took my time and made sure everything on the S4 motor was solid before tearing into the Audi.
Doing the timing belt (cam lock bar engaged):
Ze Germans: “Five valves per cylinder, guys! What could possibly go wrong with that?”
Everyone else: *Nervous laughter*
And finally it was time to rip the poor Audi apart and relieve her of her broken heart. First order of business was to shuffle it around a bit in order to get access to both sides of the car to remove the front axles, which is necessary in order to pull the engine and trans out together. To do this, we threw on some spare wheels my buddy had lying around that had better clearance so we could move it...
Aaaaawwww yeeeaaaahhh! Allroad? More like SLAMROAD:
Protip: If you ever see a stock looking Allroad slammed down like this, nine times out of 10 it’s due to a broken and/or leaky air suspension.
Actually, I’ll make this simpler:
Protip: Nine out of 10 Allroads have broken and/or leaky air suspension.
Heart surgery time! It’s as easy as 1-2-3!
And voila, the engine is out! No biggie. Just a little bit of a mess:
From here we needed to separate the old engine from the transmission I was keeping, throw on the new clutch, mount and plumb the turbos, mate the new engine and trans, talk in nothing but terrible Italian accents the whole time for some reason, and badaboom badabing, the new engine was ready to drop in the Allroad.
Got the turbos mounted, transmission a-go-go, and hooked up the stock downpipes. Yeah, yeah, I know, I should have upgraded everything while it was out, blah blah. That’s a slippery slope to go down, and I’m on a budget here. Also, I really just wanted to get everything running as a baseline first before doing anything too crazy.
With a sprinkle of internet magic that completely diminishes the 10+ hours spent working on it that day, the engine was in:
Then, on Jan. 22—nearly four months to the day after taking it home—the Expedition Allroad came alive!
Don’t let my brevity here undersell you on how much work this all was. These are complicated fucking cars, and there were a lot of headaches along the way. I have a solid five pages of detail in my build thread before I even get the damn thing running.
So what did this cost?
I figured it would be interesting to track how much this whole thing cost to get the car and get it running (excluding accessories and upgrades after the fact). I feel like you rarely get a good idea of what these builds you find online actually cost, so here you go:
- 2002 Audi Allroad, 6-speed manual(!), grenaded 2.7 bi-turbo, and brand new 225/75/16 BFG KO2 All-Terrains: $1,500
- S4 engine W/ ~75k miles + gaskets and harness: $550
- Timing belt kit: $174.95
- Luk Clutch kit: $160.78
- Turbo mounting hardware + gaskets: $14.50
- Camshaft seals: $13.54
- Motor mounts: $59.90
- Aluminum thermostat housing: $78.32
- All the needed fluids: $97.16
- Low mileage K03 turbos: Free (thanks Jay)
- Misc. crap (estimated): $50
Total investment: $2,679.15
If I were to flip this thing right now, I would be doing pretty well, but I got lucky with a lot of things, and was able to do the work myself (with help). If a shop had done this much, I wouldn’t be surprised if it was over $10,000 just in labor.
While it was running and driving great, there were still some issues that I had to sort out:
- The 2.7 Allroads came with secondary air injection (SAI) on all models, while the S4 did not. This meant I had a check engine light until I could get a tune that would set the expected airflow value to zero. Luckily for me, there are plenty of Stage 1 tunes out there that do just that, with the added benefit of jacking up the power from 250 horsepower to ~315-ish at the crank. Can’t complain about that.
- The tire rub was atrocious with the big tires. I managed to trim and pound out some more room to make it drivable, but it still rubs on full lock. I’m already running beefy spacers with these wheels (off of a B6 A4), but I’ll need new wheels to fully eliminate all rubbing.
- No skidplate! The oil pan and filter on these are pretty much the first thing to touch down over rough terrain. Luckily I was able to find a beefy Evolution Imports aluminum skidplate on an Audi forum.
Now it has been my daily driver for the past three months or so, and somehow, against all odds, I haven’t really had any issues since the swap. No check engine lights (besides the one eliminated by the tune), no bad sensors or wiring, just a few little tweaks that needed to be made and that was it.
To quote the lovely lady in my life when she road in it for the first time:
“I... I can’t believe it works.”
That’s true love right there. Thanks for the confidence.
Now it’s time for the fun stuff!
As you can see from the pictures, I added some lights and a roof rack, and coming in the next few months will be some Method NV 16-inch wheels in order to get the correct offset and get rid of that horrible tire rub. The more serious trails and trips will have to wait until I get everything fully dialed in, but I can’t help but take it out for some exploring anyway. This leads to the most important question:
So what can it do?
We all know how legendary Audi’s Quattro all-wheel drive system is, but it does have its limitations. For one, there are essentially zero options for locking differentials, and the only LSD that I can find is ridiculously expensive to the point of not even being worth it. Think of it as being roughly equivalent of a Subaru Outback in terms of AWD prowess.
With a combination the IPP air suspension sensor arms and some software adjustments, it sits up about an inch to 1.5 inches higher than stock, which is barely enough for clearing the nearly 30-inch tires. This gives it more ground clearance than I think any stock SUV or truck in production today, even if it doesn’t look like it from some angles. From the factory it had 8.2 inches of ground clearance, and I should be sitting at 11-12 inches right now.
Let’s be honest here. This is not and will never be a Jeep. I have built several Jeeps over the years and done more than my fair share of rock crawling. That is not what this project is for. This is for exploring trails and camping where any normal car would have to turn back. Oh, and it looks cool.
OK, so why not just buy a Subaru?
Because it’s fun to do something unique, even if that means using what is probably an overall worse tool for the job. Sure, while the Allroad is working, it will go toe to toe and then some with any Subaru out there... But let’s face it, between the needlessly complicated engine and the ridiculous air suspension, this thing is gonna break. That’s a fact.
The comparison I like to make is with sleeper drag cars. What fun would it all anyone built was a Mustang or a Camaro? It’s always awesome to see someone take something completely impractical and unique and make it work out there, even if they would have had better results just sticking with the typical Mustang.
But above all else, it’s because I like it. Simple as that. By no means is this project done, but I felt I finally was at a solid enough spot to write something up on it. If you want to follow the build from here, you can check out my build thread or follow me on Instagram at ExpeditionAllroad because I’m shameless.
I’d like to make a special shout-out to my buddy Jay. Without his Audi expertise and generosity, I never would have been able to tackle this project. I’d also like to thank the smart ass at Audi who thought these ridiculously terrible cup holders were a good choice. Great job, Hans, you made us Americans suffer for having the audacity to want a cup of coffee on our morning commute.
Garrett Davis is the only documented human in history to keep an Audi Allroad running. A version of this post originally appeared on his Kinja blog. Got a story you’d like to submit to Jalopnik? Email us.
2005 Audi Allroad User Reviews
Sporty Wagon — I love this car because it allows me to transport musical gear very easily, with great speed and ease of handling. However now that it is out of warranty the maintenance costs are becoming intimidating, and the fuel economy is lackluster. To get the best out of the vehicle you must put high test fuel in it.
Primary Use: Commuting to work
Pros: Great handling, power, cargo space, great stereo
Cons: Maintenance costs, fuel economy
Is this helpful? Yes | No
Road Test: Audi Allroad Quattro
Blazing new trailsAudi Allroad Full Overview
It was a genuine stunner in concept form at the 1998 North American International Auto Show in Detroit. Now, fresh from our first encounter with a Euro-spec production version of Audi's luxuriously appointed and eminently capable all-terrain tourer, we're even more impressed with the new Allroad Quattro.
Blending the best elements of the A6 Avant with Audi's renowned Quattro all-wheel-drive system, the Allroad also brings a host of unique cosmetic and functional items to the mix. Save for hood and rear hatch, all of its main body panels are bespoke. So, too, is the supplemental reinforcing beneath that slick sheetmetal. Further accenting its multifaceted personality are matte-finish fascias and fender flares, stainless steel skidplates, and custom five-spoke cast-alloy wheels shod with 225/55HR17 rubber. As a final touch, the Allroad's ribbed roof panel gets a contrasting flat finish.
Inside, this function-feeds-form motif carries on smartly. U.S. models will be lavishly appointed, boasting standard leather and wood trim, special high-support bucket seats, and front/front-side airbags teamed with inflatable side curtains for starters. There's also keyless remote locking, AM/FM/CD/cassette stereo, dual-zone auto climate control, and a full range of power amenities. Option packages for Luxury (heated seats/wheel, retained seat/mirror memories, HomeLink, Xenon headlamps, Bose stereo upgrade), Warm Weather (solar sunroof, rear/side window shades), and Guidance (GPS system, rear-sonar distance ranging) can be augmented with rear-side airbags, third-row/rear-facing child seat, hands-free phone, and six-disc CD changer.
In Europe, the Allroad comes with either a 2.7-liter/250-horsepowerDOHC biturbo V-6 or a 2.5-liter/180-horse turbodiesel. Here in America, we'll get only the former. Making a stout 250 pound-feet of torque from 1800-4500 revs, it can be paired with either a six-speed manual transmission or five-speed Tiptronic automatic--with F1-style button-shift feature. Our autoshifted Euro model hit 60 mph in 8.1 seconds and toured the quarter mile in 16.0 seconds at 86.3 mph. Audi says the U.S. version should be slightly quicker.
One other difference: The dual-range transfer case--a European option on manual-transmission models--is not slated to come here. Audi contends the torque converter in the Tiptronic largely eliminates the need for this costly extra gearset; and with about 90 percent of the 6000 Allroads headed to the U.S. expected to be Tip-equipped, it's an understandable decision. Our vehicles also will be speed limited to 130 mph, while unrestrained Euro models should see the far side of 140. That, too, is a tradeoff most potential buyers probably can live with.
Supplementing its basic Quattro hardware, the Allroad also gets standard traction control and stability systems. Ample stopping power is ensured by four-wheel ABS-abetted disc brakes that halted our 4023-pound tester 60-0 mph in just 126 feet.
One final key element in the Allroad mix is a four-level, driver-selectable/electronically variable air suspension (ground clearance ranges from 5.6 inches at high-speed cruise to a lofty 8.2 inches for max-effort off-roading). Subframe mounted and working in consort with fully independent underpinnings--Audi's signature split wishbones up front and conventional double A-arms in the rear--it excelled in delivering a comfortable, controlled ride over any and all road surfaces. Further enhancing stability are deeper wheel offsets that slightly increase both front and rear tracks.
Our driving route through western Austria encompassed everything from high-speed autobahns to two-lane mountain twisties to dirt and mud trails. Even with its somewhat elevated center of gravity, the Allroad's well-sorted underpinnings helped minimize body roll and maximize forward progress under virtually all conditions. Easy to maneuver and responsive to driver inputs, this stellar new Audi represents a seriously sporting option for customers who demand far more than a mere AWD wagon but have no use for a conventional SUV.
Price of entry for the Allroad Quattro will start around $45,000 when it goes on sale here in early November. If you can handle that tariff, the newest member of Audi's burgeoning lineup should more than do its part to make sure that any journey is an enjoyable one.
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2.7T 4dr All-wheel Drive Quattro Wagon
2005 Audi allroad Specs
|Front head room||39 "|
|Rear head room||39 "|
|Front shoulder room||59 "|
|Rear shoulder room||57 "|
|Front leg room||41.3 "|
|Rear leg room||37.3 "|
|Luggage capacity||36.4 cu.ft.|
|Maximum cargo capacity||73.2 cu.ft.|
|Body width||76.1 "|
|Body height||62.0 "|
|Ground clearance||5.6 "|
|Gross weight||5,434 lbs.|
|Fuel tank capacity||18.5 gal.|
|EPA mileage estimates||16 City / 23 Hwy|
|Base engine size||2.7 liters|
|Base engine type||V-6|
|Maximum towing capacity||3,300 lbs.|
|Drive type||all-wheel drive|
|Turning radius||19.2 ''|
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Reliability allroad 2005 audi
5.0 out of 5 starsOne of 3 best cars I've ever owned ... period!Reviewed in the United States on March 4, 2019
I use this car as my everyday car. I've owned several Audi's (4000s, Avant, S4, Allroad), if there is any feedback I can give on Audi's is it's an expensive car to fix when they need work. Realize this up front, accept it and go from there. From the dozens of cars I've owned in my life (Volkswagen, Audi, Porsche, Saab, etc.) my three favorite cars are my Saab SPG, Audi S4 (amazing car!), and Audi Allroad. You will be hard pressed to find a car that gives you a better driving experience than an Audi ... period.
My Audi S4 I drove for 8 years, put 100k on the car I drove that car everywhere! Not once have I ever had an issue. Audi's have been the most reliable cars I've ever owned. The only thing with an Audi is you HAVE to get it fixed when it needs work, they don't work well if you don't keep up on the maintenance. You always hear one thing when people talk about Audi's is the cost. Think about that, if that's the only complaint then you have to look at the other end of that, which is, it's handling on the road is sublime! You'll never hear about an Audi driving like crap unless you don't keep up with the maintenance, put on good tires, etc. But if you can accept that when they do have issues that at times it will cost you, you will love driving this car. Just keep up on the maintenance (oil, tune ups, etc) and I think you'll be amazed at how well that car performs in the rain, snow, etc. it's amazing! Take a look at the cars that are driving in the snow, more than likely you'll see a lot of Audi's.
***Oh also, I would suggest trying as best you can to stay away from Non-OEM parts for the Audi's. Audi's like Audi parts. Yes it's more expensive, but I've noticed that when I've tried to cut corners and go with Non-Audi parts, sometimes it works out, but a lot of times it doesn't.***
Now, for the Allroad. The dealership i go too the mechanics share one common love, and that is for the Allroad, specifically the years between 2003-2005. We've had several mechanics offer to purchase our Allroads. At least twice a year someone seems to want them, lol! That's because they were built like tanks! They were also built on the A6 frame so they're much tougher than the new Allroads which are built on the A4 frame. The car is absolutely amazing in any kind of weather. Youtube the 2005 Audi Allroad C5 to see what that car can do, you will be amazed how strong the car is and how much of a beating it can take. Also look for 2005 Audi Allroad vs. So basically it's the Audi Allroad vs. another car towing wise, amazing! For those of you that own Audi, you know what I'm talking about, what a car!
Again, are they expensive to fix, yes. But if you keep up on the maintenance it can be one of the most reliable cars you ever own. I drive my Audi's everywhere and never think twice about they're reliability, just take care of it. As for the Allroad, my wife and I both drive the 2005 Audi Allroad to this day (year 2019). And to this day we consistently get offers to buy them. No thanks, lol! I'm passing mine down to my kids. That's how much I love these cars.
From the August 2000 issue of Car and Driver.
As automakers continue to roll out new products that blur the line between sport-utility vehicles and station wagons, we're struck by the need for some sort of Kinsey scale to position these new dual-personality vehicles. You remember Alfred C. Kinsey? His Institute for Sex Research interviewed some 11,000 men and women and concluded that a huge number of them couldn't be neatly categorized as purely hetero- or homosexual. So researchers devised a sliding scale from zero to six. Zeros are Ward Cleaver, sixes are Harvey Fierstein, and the Rock Hudsons and Olivia Newton-Johns of the world fall in between.
For our purposes, we'll stake truck-derived utes like Blazers, Explorers, and Durangos at zero (no off-handed editorializing intended) and all-wheel-drive wagons from Subaru and Audi at six. Fat tires on a hiked-up suspension bump the Subaru Outback wagon to five. A truckier profile, a taller seating position, and better approach and departure angles rate the Forester a four. Unit-body trucks such as the Jeep Grand Cherokee start at one; Nissan's soft, wagonish unibody Pathfinder gets a two. And so on. So where does Audi's new Allroad quasi-ute fit on our scale?
A passing glance suggests a five, at a minimum. It's a freakin' A6 Outback fercrynoutloud! But don't be too quick to judge. Yes, the A6 Avant genes (Avant is Audi-speak for "station wagon") are obvious, but in fact few exterior panels are shared between the base $37,425 A6 Avant 2.8 Quattro wagon and this Allroad 2.7T Quattro, which is expected to start at about $45,000. The Allroad has been given exaggerated wheel arches, bumper fascias, and a ribbed roof panel that all have a scratch-resistant matte finish for serious bushwhacking. Completing the Roughrider look are aluminum rub strips on the doors and "skid plates" (the thickness of a Platinum AmEx card) on the bumpers.
HIGHS: Versatile and agile suspension, gorgeous and spacious interior, power and grip aplenty.
Beneath this macho costume lurk serious hardware upgrades that lend credibility to the Allroad. Chief among these is the high-rise air-spring suspension, which allows the Allroad's ride height to be altered by 2.6 inches. Four different positions can be selected automatically or via override switches on the dash.
Here's how it works: Left in the automatic mode, the system elevates to its second-highest position when parked to raise the seats to an easy slide-in height (unlike similarly suspended Range Rovers and Lexus LX470s that kneel down to disgorge passengers). This position affords 7.6 inches of ground clearance and a commanding view of the road. It also leaves enough airspace above the tires to inform passersby that this ain't no sissy wagon. Accelerate to more than 50 mph, and the body drops an inch; storm the freeways at 75 or more mph, and it drops another inch for optimal aerodynamics. For max profiling or—heaven forbid—off-roading at speeds below 20 mph, the body can be manually raised to an impressive 8.2 inches off the ground. The A6's basic suspension design is retained, but the track is increased 1.4 inches in front and 0.4 inch in back, and the geometry is revised to minimize camber change with the increased suspension travel.
We openly car-oriented types found ourselves manually lowering the suspension to its basement setting most of the time. We like our center of gravity to be as low as possible, which minimizes roll and pitch when storming our favorite twisty roads. A difference in handling is detectable between these height settings, although ride is largely unaffected. We confess to parking it at the highest setting, however, in a desperate attempt to pass as truckers.
But that setting's not just for posing. It affords the Allroad more ground clearance than can be claimed by 23 of the 44 base-model sport-utes you'll find in our most recent Buyers Guide to Pickups, Sport-Utilities, and Vans. Raising the suspension also greatly improves the approach and departure angles of this car from 15 and 19 degrees at the lowest setting to 20 and 23 in high-rise mode. It's no Rubicon Trail runner, but those are respectable numbers, given the Audi's long front and rear over-hangs. We think the suspension bumps the Allroad to a solid four on our scale.
The Avant's Quattro system, with its torque-sensing Torsen center differential, carries over here, but with one important optional upgrade: a six-speed manual transmission is available for improved control. In Europe, six-speed Allroads are further enhanced by 1.54:1 low-range gearing. This option alone would slide the Allroad another point down on our scale for sure, but the U.S. won't get it. Low range was deemed essential in Europe, where a 177-hp diesel is offered with a taller final-drive ratio to accommodate high speeds on the autobahns. But even with shorter gearing, a low range would allow much more sure-footed creeping off-road. Oh, well.
Augmenting the Torsen center diff is an electronic braking differential system that uses the ABS hardware to redirect torque away from a spinning wheel at speeds below 60 mph, even when the standard Electronic Stability Program is switched off. It's a good system for light trailblazing that probably moves the Allroad to a 3.5 on our scale.
LOWS: Big wheels and Allroad tires dull Audi's trademark steering accuracy and adroit handling somewhat.
As a further aid to traction, Pirelli has cooked up a new Cinturato P6 Allroad tire specifically for this application, sized 225/55WR-17. The tread design is biased toward on-road grip (we measured a quite carlike 0.79 g on the skidpad), but a new high-silicate rubber affords exceptional grip in the wet and on grass and compacted dirt. However, these tires lack the deep lugs needed for serious mud bogging. Ours were mounted on a set of optional double-spoke aluminum wheels that are fussy to clean and appear likely to collect mud. The spare is a 205/70-16 tire that must be inflated using a portable compressor (it's provided) that plugs into a cargo-area power point. The spare is bigger and better than a mini-donut, but it's not ideal for rough running.
To tow the extra weight of the fancy suspension, bodywork, and big wheels and tires, Audi will equip all U.S.-bound Allroads with the 250-hp, 2.7-liter twin-turbo V-6 found in the S4 and A6 2.7T sedans. It does an admirable job, even in our Euro test car with its taller 3.09:1 axle ratio and Tiptronic automatic transmission. We hit 60 mph in 7.7 seconds, just as Audi predicts for European Allroads. If its guesses at performance for the lighter U.S. version are as trustworthy, that will drop to 7.3 seconds with Tiptronic and 6.8 seconds with the six-speed. Those figures shame the 9.6 seconds our last A6 2.8 Avant Quattro spent ambling to 60 mph. There is, however, a bit of turbo lag just off the line, which is compounded by transmission lag in quick stop-and-go maneuvers. The truckier Allroad manages to outbrake its sister wagon by two feet, at 178 feet from 70 mph. Credit goes to the two-piston, four-pad front calipers also found on S4, A6 2.7T, and A8 sedans.
The big motor also scores the Allroad some SUV points by upping its trailer-towing capacity to 3300 pounds—the Avant can only pull 2000 pounds. The cargo hold, which is essentially unchanged from the Avant's, can swallow 73 cubic feet of stuff, and there are four tie-down hooks, a cargo net, and a retractable dog net with which to restrain it. The roof rails are standard, but the crossbars required to carry anything are sold as dealer accessories ($247). Even a rear-facing bench seat for two kids is available. Let's give the Allroad another half-point for general utility and call it a fence-straddling 3.0—a perfect "bi-truckual."
That's probably the ideal turf for Audi to stake out. The Allroad manages to be fun to drive on both dirt and pavement. On loose gravel roads with the ESP switched off, a bit of late braking can bring the tail out, after which some full-throttle turbo boost can power the car through, rocks jingling off the shielded undercarriage. On snaky pavement, the big wheels and tires dull the usually brilliant Audi steering just a bit, and they shake the wheel rim slightly during bumpy cornering, but the car hunkers down and hangs on tight. The ride is firmer than in an Avant, but its body-motion control tops virtually anything else that could rank a three or lower on our scale. The wagon seating position, in new buckets with more lateral support, imparts a feeling of control that's missing even in high-zoot utes like the Benz ML55 AMG and the BMW X5, which we'd probably rate a two and a three, respectively.
Icing on the cake is the phenomenal Audi interior. Swathed in walnut veneer and two-tone leather, the Allroad has a suedelike Alcantara headliner, standard side-curtain airbags for front and rear head protection, and optional rear-seat-mounted torso airbags. Hello, gorgeous!
THE VERDICT: Macho-truck drag and 8.2-inch ground clearance disguise a sweetheart sports wagon for closet-case wagon lovers.
We may never openly embrace SUVs, but this AC/DC Allroad offers a diversity we're eager to celebrate.
No one doubts that Ferdinand Piëch, the Austrian aristocrat from clan Porsche who turned the reeling Volkswagen empire into a cash cow, is an auto mogul of immense stature and achievement. But being a European, he missed cashing in on the SUV craze in America. Luxury-maker Audi still doesn't offer one. In Europe, see, the SUV has all the stature of a cash pig. So Audi's marketing guys crank out this guy, the Allroad. It's a terrific station wagon if your trust-fund income just tripled, and it will set you back perhaps a paltry eight large over a nice A6 Avant. But it will, guaranteed, take those nasty supermarket speed bumps with real style. —Steve Spence
This magazine has often said that if you want more room inside, station wagons are better than overweight and sloppy-handling SUVs. Curiously, the sales numbers seem to spit in our face, and virtually every manufacturer who doesn't have an SUV is scrambling to make one. Thankfully, a few companies are making their station wagons more macho rather than creating an SUV from scratch or making an existing SUV more carlike. This Allroad is the best example yet—like a larger, quicker, more refined Subaru Outback. It has everything good about the A6, only it's tougher. With new engines in the A6, the TT, and now the Allroad, Audi is on a roll. —Brad Nevin
Audi has created the perfect urban-assault vehicle in both appearance and color. Our Highland Green Metallic Allroad Quattro, with its matte black front and rear bumper covers and roof, oversize wheel arches, and bulging tires, adds up to an almost military-looking vehicle. Sort of a downsized, posh mini-Hummer. The extra ground clearance afforded by the air suspension makes hopping over curbs a breeze without scraping the lovely sheetmetal. With 250 horsepower under the hood, it's also plenty brawny. I can't imagine why anyone would rather drive your average clunky truck-like SUV when there is a vastly more refined and swift alternative such as the Allroad Quattro. —André Idzikowski
2001 Audi Allroad 2.7T Quattro
front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE AS TESTED
$50,500 (base price: $45,000)
twin-turbocharged and intercooled DOHC 30-valve V-6, iron block and aluminum heads, port fuel injection
163 in3, 2671 cm3
250 hp @ 5800 rpm
258 lb-ft @ 1850 rpm
Suspension (F/R): multilink/multilink
Brakes (F/R): 12.6-in vented disc/10.4-in disc
Tires: Pirelli Cinturato P6 Allroad, 225/55WR-17
Wheelbase: 108.5 in
Length: 189.4 in
Width: 72.9 in
Height: 60.1–62.7 in
Passenger volume: 97 ft3
Cargo volume: 36 ft3
Curb weight: 4219 lb
C/D TEST RESULTS
60 mph: 7.7 sec
100 mph: 21.4 sec
120 mph: 38.1 sec
Rolling start, 5–60 mph: 8.3 sec
Top gear, 30–50 mph: 3.7 sec
Top gear, 50–70 mph: 4.9 sec
1/4 mile: 16.0 sec @ 87 mph
Top speed (drag limited): 139 mph
Braking, 70–0 mph: 178 ft
Roadholding, 300-ft-dia skidpad: 0.79 g
C/D FUEL ECONOMY
Observed: 16 mpg
EPA FUEL ECONOMY
Combined/city/highway: 17/15/21 mpg
c/d testing explained
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We and our other 3rd parties store and/or access information on your device, mostly in the form of cookies, and process your data for the different purposes listed below. The information stored doesn't include personal details, and is used to uniquely identify a browser or internet device to give you a more personalised web experience.
You can choose to allow cookies for the different purposes and advertising vendors we work with using the IAB's Transparency and Consent Framework. Click on the different categories to find out more. You can change your mind at any time by clicking on "Cookie Settings" located on every page. Privacy and Cookie Notice.
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These cookies enable the website to provide enhanced functionality and personalisation. They may be set by us or by third party providers whose services we have added to our pages. If you do not allow these cookies then some or all of these services may not function properly.
These cookies and other web tracking technologies have been identified from a recent scan of our website to provide you with the most information about what is stored on your device. They are set through our site by us, our advertising partners or by other advertisers to display and measure personalised adverts and content. This also includes social media functionality on our site. Some are used to build a profile of your interests and display relevant adverts on this and other sites. Please see the IAB Advertising Vendors section below to select what our advertising partners can do.
Our advertising vendors use the IAB's Transparency and Consent Framework to check and honour your permission to use your personal data for the following list of purposes.
Store and/or access information on a device
- Store and access information on the device such as cookies and device identifiers presented to a user.
Select basic ads
To do basic ad selection vendors can:
- Use real-time information about the context in which the ad will be shown, to show the ad, including information about the content and the device, such as: device type and capabilities, user agent, URL, IP address
- Use a user’s non-precise geolocation data
- Control the frequency of ads shown to a user.
- Sequence the order in which ads are shown to a user.
- Prevent an ad from serving in an unsuitable editorial (brand-unsafe) context
- Create a personalised ads profile using this information for the selection of future ads.
- N.B. Non-precise means only an approximate location involving at least a radius of 500 meters is permitted.
Create a personalised ads profile
To create a personalised ads profile vendors can:
- Collect information about a user, including a user's activity, interests, demographic information, or location, to create or edit a user profile for use in personalised advertising.
- Combine this information with other information previously collected, including from across websites and apps, to create or edit a user profile for use in personalised advertising.
Select personalised ads
To select personalised ads vendors can:
- Select personalised ads based on a user profile or other historical user data, including a user’s prior activity, interests, visits to sites or apps, location, or demographic information.
Create a personalised content profile
To create a personalised content profile vendors can:
- Collect information about a user, including a user's activity, interests, visits to sites or apps, demographic information, or location, to create or edit a user profile for personalising content.
- Combine this information with other information previously collected, including from across websites and apps, to create or edit a user profile for use in personalising content.
Select personalised content
To select personalised content vendors can:
- Select personalised content based on a user profile or other historical user data, including a user’s prior activity, interests, visits to sites or apps, location, or demographic information.
Measure ad performance
To measure ad performance vendors can:
- Measure whether and how ads were delivered to and interacted with by a user
- Provide reporting about ads including their effectiveness and performance
- Provide reporting about users who interacted with ads using data observed during the course of the user's interaction with that ad
- Provide reporting to publishers about the ads displayed on their property
- Measure whether an ad is serving in a suitable editorial environment (brand-safe) context
- Determine the percentage of the ad that had the opportunity to be seen and the duration of that opportunity
- Combine this information with other information previously collected, including from across websites and apps
- Apply panel- or similarly-derived audience insights data to ad measurement data without a Legal Basis to apply market research to generate audience insights (Purpose 9)
Measure content performance
To measure content performance vendors can:
- Measure and report on how content was delivered to and interacted with by users.
- Provide reporting, using directly measurable or known information, about users who interacted with the content
- Combine this information with other information previously collected, including from across websites and apps.
- Measure whether and how ads (including native ads) were delivered to and interacted with by a user.
- Apply panel- or similarly derived audience insights data to ad measurement data without a Legal Basis to apply market research to generate audience insights (Purpose 9)
Apply market research to generate audience insights
To apply market research to generate audience insights vendors can:
- Provide aggregate reporting to advertisers or their representatives about the audiences reached by their ads, through panel-based and similarly derived insights.
- Provide aggregate reporting to publishers about the audiences that were served or interacted with content and/or ads on their property by applying panel-based and similarly derived insights.
- Associate offline data with an online user for the purposes of market research to generate audience insights if vendors have declared to match and combine offline data sources (Feature 1)
- Combine this information with other information previously collected including from across websites and apps.
- Measure the performance and effectiveness of ads that a specific user was served or interacted with, without a Legal Basis to measure ad performance.
- Measure which content a specific user was served and how they interacted with it, without a Legal Basis to measure content performance.
Develop and improve products
To develop new products and improve products vendors can:
- Use information to improve their existing products with new features and to develop new products
- Create new models and algorithms through machine learning
- Conduct any other data processing operation allowed under a different purpose under this purpose
Ensure security, prevent fraud, and debug
To ensure security, prevent fraud and debug vendors can:
- Ensure data are securely transmitted
- Detect and prevent malicious, fraudulent, invalid, or illegal activity.
- Ensure correct and efficient operation of systems and processes, including to monitor and enhance the performance of systems and processes engaged in permitted purposes
- Conduct any other data processing operation allowed under a different purpose under this purpose.
Technically deliver ads or content
To deliver information and respond to technical requests vendors can:
- Use a user’s IP address to deliver an ad over the internet
- Respond to a user’s interaction with an ad by sending the user to a landing page
- Use a user’s IP address to deliver content over the internet
- Respond to a user’s interaction with content by sending the user to a landing page
- Use information about the device type and capabilities for delivering ads or content, for example, to deliver the right size ad creative or video file in a format supported by the device
- Conduct any other data processing operation allowed under a different purpose under this purpose
Match and combine offline data sources
- Combine data obtained offline with data collected online in support of one or more Purposes or Special Purposes.
Link different devices
- Deterministically determine that two or more devices belong to the same user or household
- Probabilistically determine that two or more devices belong to the same user or household
- Actively scan device characteristics for identification for probabilistic identification if users have allowed vendors to actively scan device characteristics for identification (Special Feature 2)
Receive and use automatically-sent device characteristics for identification
- Create an identifier using data collected automatically from a device for specific characteristics, e.g. IP address, user-agent string.
- Use such an identifier to attempt to re-identify a device.
- Create an identifier using data collected via actively scanning a device for specific characteristics, e.g. installed font or screen resolution without users’ separate opt-in to actively scanning device characteristics for identification.
- Use such an identifier to re-identify a device.