2026 Audi A6 TFSI First Drive Review: Small Lineup, Big Value

PALM SPRINGS, CA—The gas-powered 2026 Audi A6 lineup is a sign of the times.

What we have here is the only powertrain for the latest generation of Audi’s venerable mid-sizer. Four-cylinder? Gone. Hotter S6 variant? Same—there is an S6, but it’s part of the electric A6 e-tron lineup.

As buyers continue to flock to SUVs, the A6 lineup is smaller but stronger. It might have a sole V6, but the TFSI is still arriving with more power, more tech, and a laundry list of tweaks that promise to make it both more engaging and more comfortable.

Does it succeed? I spent the day threading the new sedan around the Palm Springs area to find out.

The A6 enters its sixth generation this year. Okay, technically last year with the A6 e-tron, but despite sharing a name that model rides on a whole different platform: Premium Platform Electric for e-trons, and Premium Platform Combustion for, well, combustion. There’s a different look too, which we’ll talk about soon. The cabin sees a major increase in screen real estate as well.

Let’s address the naming convention. A few years ago Audi planned on badging all electric models with even numbers, and gas with odds. That went into effect for the current A5 (essentially replacing both the previous model and the A4), but the plan was dropped a year ago. Thus A6 and A6 e-tron.

Slightly larger than before, this C9-generation A6 retains the trusty 3.0-liter turbocharged V6, now producing a healthy 362 horsepower and 406 pound-feet of torque. Audi’s quattro all-wheel drive is of course standard, and power once again flows to all four corners via a seven-speed dual-clutch transmission.

While the A6 e-tron has adopted the modern stacked-headlight look popularized on so many current SUVs, the ICE-powered model takes a more evolutionary approach to its design. At first glance there is a lot of A5 to the nose, making it hard to distinguish the larger vehicle, especially in darker paint hues. Look for the larger “single frame” grille stretching right down to the chin, and sharper outer headlight edges. The profile has the familiar, clean roofline arc that has been a staple of the A6 since the second-generation model, with minimal surface detailing along the body. 

It’s at the back where things get controversial. What look like high-mounted brake lights are actually what Audi calls “communication lights,” capable of beaming hazard symbols when the four-ways are activated, a small “A” when auto park is initiated, as well as multiple driver-selectable daytime running light (DRL) signatures. The actual taillights are the small, fang-like clear bits below, pushed way out to the corners. It’s an odd brake-light signature for such a large and generally handsome sedan shape.

The car you see here has the available Sport Plus package, which adds a bit of S-like aggression including blacked-out bits and larger, 21-inch alloy wheels. Checking this box also deletes the model designation badge on the trunk for an added bit of stealth.

Audi’s tried-and-true V6 gets a useful shot in the arm for 2026, now pumping out 362 hp and 406 lb-ft of torque. That puts it behind the six-cylinder versions of the BMW 5 Series and Mercedes E-Class for horsepower but at the front of the class for torque. It’s properly quick now: Audi says the A6 will clip off dashes to 60 mph (97 km/h) in 4.5 seconds. Based on my experience that is a number easily matched.

It’s the torque that defines the A6 experience, with most of it available barely off idle. This ensures the A6 is quick off stop lights and out of corners, and the dual-clutch quickly and seamlessly shuffles through the gears. Want manual control? The tiny paddles aren’t the most tactile but responses are quick and consistent. There’s little reason to rev the V6 out mind you, and while the sound it makes is appropriate—muscular but not OTT—it can’t match the smoothness of its competitors’ inline-sixes.

Fuel economy is also only okay. Sure, up to 29 mpg highway (and 23 mpg combined) is solid for anything with 362 ponies, but both the E-Class and 5 Series beat it on all measures; the 540i xDrive is even rated at 28 mpg combined.

Audi put us in two variants of the A6 during the day. I started in a Prestige trim, the swanky top trim rolling on 20s and a standard air suspension. The versatility of the latter made for a smooth and quiet cruiser while retaining excellent body control; a car no doubt comfortable hurtling along the autobahn. Switching the A6 over to its most aggressive drive mode, the sedan adopted a stiffer ride, with the steering weighting up to match. It’s still a light helm, because ease of use trumps ultimate feedback in what remains a luxury car, but the A6 is immediately familiar and predictable, a good thing along the gorgeous Palms to Pines. 

The afternoon was spent in the blue Sport Plus-equipped car. This ditches the air suspension for a fixed steel spring setup, dropping the A6 20 millimeters closer to the road and adding an electronic rear differential along with rear axle steer. This unlocks an additional eagerness through low-speed corners that highlights the A6’s composure. This isn’t the sort of sport sedan you can tweak and play with from turn-in to exit, but it maintains the desired route with plenty of grip and little body roll. The A6 feels light on its feet here.

Despite the name, the Sport Plus car is actually not the stiffest ride of the day: that goes to the air suspension-equipped A6 on its most dramatic setting. Even then it’s not uncouth; it does feel a little unnatural without the blue car’s summer rubber to deliver the grip the ride demands. The Sport Plus car finds a happy medium within the segment, delivering tight body control but remaining wholly acceptable for day-to-day schleps.

Naturally the air suspension provides the biggest range of ride quality, and its most comfortable setting is swanky. With acoustic side glass it’s also the quietest. The A6 isn’t quite as floating-on-a-cloud as the Merc E450, but BMW drivers will marvel at the comfort.

Cabin space is ample up front, though the graceful roofline does mean headroom is only okay out back. At least the available glass-panel roof and its six electrochromatic tinting sections add extra light in. The lower cushion has a good rake to it for more comfort, too. Given the chunky transmission tunnel not to mention the rear seat control panel perched above it, it’s probably better to treat the A6 as a four-seater than a space for five. Front-seat comfort is all-around excellent, with good visibility to boot.

Audi once set the standard for interior design. Unfortunately the A6 cabin struggles to lock in an identity for itself, with much of the dashboard covered by various screens.

What is here is (mostly) good, mind you. There’s lots of soft-touch materials surrounding those screens and wrapping their way around the door panels. An optional light bar sits at the base of the windshield, augmenting the ambient lighting but also functioning as a turn signal indicator. The only real ding is the huge chunk of piano black making up most of the center console. Everywhere else the A6 feels appropriate for its class; conservative, but appropriate.

Those looking to drop extra coin should definitely consider the Audi Exclusive interior. While pricey it looks and feels fantastic, the Neodymium Gold Nappa leather with Baikal Blue stitching adding welcome splashes of color. Real wood inserts further lift the ambiance.

That large 14.5-inch center screen is a mixed bag. While response times are speedy, the interface is fiddly, and climate controls are locked within the screen. The shape of the big curved display, encompassing the digital instrument cluster as well, is odd too: it’s a bit like Audi’s grille if you’re feeling generous, or a Buick Envista’s setup if you’re not. Being an OLED, there is very little light pollution, so that’s a plus. A third panel sits in front of the passenger, and like most of these sorts of displays, it provides little additional functionality. Passengers can stream movies or play games on it though, if the driver would really rather feel like an Uber than a friend.

Audi is making a quick fix for the A6’s steering wheel as part of a mid-2026 update, dropping in physical controls instead of the touch-sensitive stuff. A win!

Other goodies include heated and ventilated front seats (as standard!), an automated parking assist that will scan for open spots, power-closing doors, and a Bang & Olufsen sound system with built-in headrest speakers. The latter routes information like navigation directions directly to the driver; slightly unnerving at first, but a welcome split to not distract the rest of the cabin.

Audi has compressed the A6 lineup down to this one engine and three trims, plus a smattering of standalone options. The headline price is $65,395 including destination for an A6 Premium, undercutting the six-cylinder, all-wheel drive models from Munich and Stuttgart while also cramming in more standard kit. Being the value play in the luxury segment is a double-edged sword, but the A6 does make a strong case for itself here. The Premium Plus adds useful upgrades like the Bang & Olufsen setup, an integrated dashcam, four-zone climate control, heated rear seats and more for a reasonable $3,900 more. The Prestige trim is another $4,200 dearer.

Those wanting the added agility of the Sport Plus will get a sort-of diet S6 for $5,850 on top of the Prestige trim. Going the other direction, the spendy ($9,400) Audi Exclusive design’s great (massage!) seats do make this the most lux the A6 has ever been, though by that point you’re clearing $80,000.

No doubt about it: the 2026 Audi A6 TFSI is set up for success. Even with the shrunken lineup, buyers have a choice of its direction: air suspension suppleness or engaging Sport Plus package. A solid and handsome all-rounder either way, it nonetheless can’t quite match the E-Class’ supreme waftiness nor the 5 Series’ more involving drive—but it also significantly undercuts them both. With the mid-year updates set to fix a few of its foibles, the 2026 A6 is a rational choice in a small segment.