Steve Q

Well my grandad had a Volvo 760 which was a fantastic car, but unfortunately was scrapped. I had the Volvo itch too because of this and got a Volvo 940 for a while. The only Volvo that interests me currently is the s90, mainly because it feels more like the pioneering Volvo 760.

Ipad

I'm sure it will. When my parents bought the a6 I own (I inherited it from dad) the criteria was a 7 seat estate that mum liked. It was a toss up between the a6 & volvo v70. Mum preferred the a6, abd the rest is history. Over 19 years later to be exact.

Could be the turbo, definitely with a loss of power but you'd get an engine light if it was. Unless there was an intermittent lack of power which could be caused if some of the blades in the turbo had broken. But this wouldnt explain the white smoke or issue with the brake pedal. Plus one of the main causes of white exhaust smoke and coolant loss is a cracked or warped cylinder head, a cracked engine block, or head gasket failure caused by overheating. ... A cracked head may allow coolant to leak into one or more cylinders or into the combustion chamber of the engine. what's the coolant level like?

Computer

Very exciting! Bet you can't wait 🙂 is it just you, or are the whole family going?

I was very fortunate to do the NC500 last year. The Scottish Highlands are beautiful and I'd strongly recommend this road trip. We ended up doing 2,253 fault free miles. Here's a few pics and the route. Will be uploading more pics in the next few days.

The ASO and the FIA have made a number of changes to the T1 regulations following complaints from Toyota and Prodrive regarding Audi’s ‘electric' entry next year. Audi Sport's return to the rally-raid caused some tension even before the German brand revealed the prototype with which it will make its Dakar debut in January 2022. After it announced in November 2020 that it would leave Formula E at the end of the 2020/21 season to tackle the world’s toughest marathon, a process of negotiation and analysis followed at the regulatory level. Dakar's plans to start the transition to renewable energies next January and to create the first category of hybrid vehicles – before main category drivers will be in “low emissions” vehicles by 2026 – lacked a regulatory structure. Thierry Viardot, Dakar's technical coordinator, and the rest of rally director David Castera's team got down to work as soon as the 43rd edition of the rally ended on 15 January this year. Autosport has learned that Audi – guided by Sven Quandt, the head of Q Motorsport organisation that is helping the manufacturer build its hybrid prototype – requested a number of advantages for a car that will have a pure electric powertrain, but whose power generator will be a DTM-derived TFSI combustion engine. Prodrive, which made its Dakar debut last January with Nani Roma and Sebastien Loeb, and Toyota Gazoo Racing were not happy with Audi's demands, which included having the tyre inflation-deflation system in the cockpit, a larger chassis, buggy-sized wheels (17 inches) and more suspension travel than the 4x4s. After pressure from both structures together with Ford, ASO and the FIA decided to open up the possibility of a T1+ category in which the 4x4 vehicles will have a 2.30m wide chassis (instead of the current two metres), 350mm of suspension travel (compared to the current 280mm) and the wheels that the buggies have had up to now (37 inches in diameter, compared to the 32 inches the 4x4 have currently). They will, however, increase their weight from the current 1850kg to 1950kg. What will remain exclusive to buggies (4x2) and hybrid or electric vehicles (now in the so-called T1-E category, but which will be able to compete for the overall classification against T1 and T1+) will be the inflation-deflation system "to optimise their energy consumption.” To establish a performance balance between different powertrains, the ASO and the FIA will use air restrictors of varying length, something that is still under review. Currently, Toyota's petrol engine has a 37mm air restrictor, while the turbo-diesel motor in the X-Raid Mini buggy has a 39mm air restrictor. Prodrive's new twin-turbo V6 petrol engine is electronically limited by a power curve equal to the Toyota's. Toyota suffered more than 50 punctures during the Dakar 2021, something that also affected the other 4x4s, due to the different construction and size of their tyres (16-inch and smaller wheel width) compared to those of the buggies. It was therefore a priority for the South African-based team to find a solution for the future. Toyota is expected to fit its existing Hilux 4x4s with a kit to take advantage of the new regulatory concessions for 1 January 2022, while it is understood that Prodrive will significantly modify its existing BRX T1 with the intention of starting testing in August. It remains to be seen whether X-Raid will do the same with its Mini John Cooper Work Rally 4x4s. Another complaint from the teams competing in the 2021 Dakar is that Audi has been building its new prototype for months without any firm regulations in place. In fact, those responsible for the project have already admitted to a small group of media, including Autosport, that they are having to make modifications based on the FIA's indications and that this could delay the car’s first test, originally scheduled for early summer. However, these T1+ cars will not be able to compete in FIA events until the governing body ratifies the final regulations, which the teams hope will come this summer. This should give them the opportunity to take part in the Morocco Rally, the traditional pre-Dakar event, in October. https://www.google.co.uk/amp/s/www.autosport.com/dakar/news/thu-dakar-makes-changes-after-complaints-over-audi-entry/6507593/amp/

Have you tried Chapman's Audi specialist in Wigston? Haven't used them personally as I use an independent garage in Syston

Could it be the diff or driveshafts?

Medication

Poorly

The disparity in performance between different manufacturers in DTM pre-season testing has prompted discussions regarding the true performance of the cars, with many questioning why Audi and BMW were so far off the pace. The DTM field convened at the Lausitzring last week for a final three-day test prior to the start of the new campaign in Monza in June, and as was the case at the previous test at Hockenheim, Mercedes appeared to be a class apart from the rest of the field. Haupt Racing driver Maximilian Gotz set the pace on each of the three days, ending the test quickest of all with a time of 1m42.744s. The two Red Bull-backed Ferraris finished second and third overall in the hands of Liam Lawson and Alex Albon, with Mercedes-AMG GT3s occupying the next four spots in the combined order. Kelvin van der Linde was the best driver among the Audi contingent in eighth, six tenths down on Gotz, while the top BMW of Marco Wittmann was nearly two seconds off the pace in 17th, only ahead of fellow M6 runner Timo Glock. BMW’s poor showing was only partially down to the Walkenhorst and Rowe Racing teams missing the final day of testing, as even on Wednesday the gap to the front runners was about one second. The DTM employed a Balance of Performance (BoP) at the Lausitzring test developed by series partner AVL Racing. The goal wasn’t to have the cars perfectly balanced already, and the BoP will be honed further ahead of the first round of the season. However, the times set by some of the cars weren’t exactly in line with what was expected of them under the current BoP. The Audi R8 LMS, for instance, was given several performance breaks compared to the conditions imposed by the ADAC GT Masters series, which uses an SRO-determined BoP. At last year’s Lausitzring round, Audi was carrying a minimum weight of 1320kg and hence was only 10kg lighter than Mercedes’ GT3 car. At the DTM test, the minimum weight was lowered to 1275kg, giving it a 45kg advantage over the Mercedes. Also, Audi was allowed to run its engine at full power at the Lausitzring test, while the SRO has stipulated two 40mm restrictors in the GT Masters. For comparison, Mercedes had to run with two 38mm restrictors in the DTM, which was bigger than what it was required to run in GT Masters. It was therefore surprising to see Audi off the pace at Lausitzring when it is known to be competitive in GT Masters and other SRO-sanctioned championships. So, was the Ingolstadt brand trying to conceal its true pace to influence the BoP for Monza?  "You have to drive at full speed," Team Rosberg Audi boss Kimmo Liimatainen said, denying those suggestions. "The AVL people are not stupid and have access to the data. They can see when someone is cheating." However, according to Motorsport.com’s sister title Motorsport-Total.com, there are still loopholes to give a wrong impression to BoP makers - even with all the sensors placed on the cars.  For example, certain components such as the brake blocks can be made to a different specification to disguise the true performance of the cars in testing. Drivers, too, can avoid taking kerbs - although this can be detected using onboard cameras. The Audi R8 LMS was noticeable quicker on the straights, clocking a top speed of 252.25km/h during a special BoP run on Wednesday compared to 249.23km/h recorded by the Ferrari 488 GT3, 248.17km/h by the BMW M6 GT3 and only 246.46km/h by Mercedes. However, it struggled in the tricky middle sector which requires high downforce. While Lawson recorded a best time of 38.265s through that passage in his Red Bull-liveried Ferrari, van der Linde couldn’t go any quicker than 38.970s on any of his four flying laps during the BoP run. It must be noted that DTM rookie and Team Rosberg Audi driver Dev Gore, normally at least a second slower than van der Linde across a full lap in testing, was only a thousandth of a second slower than the South African in sector two during the same BoP run. This suggests that van der Linde’s lap of 1m43.737s was not representative, even more so when you consider he managed a time of 38.622s in sector two outside the BoP run. Hence, it’s reasonable to expect a lap time of 1m43.025s could have been possible, which would have put him third in the BoP run behind Gotz and Albon’s Ferrari. "The people from AVL don't just look at the times of the BoP run," said Biermaier. "If Kelvin was two tenths faster in the middle sector two hours earlier, then they will take this sector time. And then the difference is not six, but two or three tenths." Two-time DTM champion Wittmann ended the BoP run 0.997s off the pace in the Walkenhorst BMW. His best time from the test was 1.850s slower than Gotz, which is a bigger gap than should ordinarily be possible when BoP is applied. This wasn't down to any changes in the turbo settings made on behalf of AVL, as both Ferrari and BMW were running the same boost pressure during the entire test. The balance of performance is not exactly beneficial for the M6 GT3, but the car should still have more potential," said an insider about BMW’s lack of pace. Overall Lausitzring test results (including BoP runs): 1. Maximilian Gotz (HRT-Mercedes) 1:42.744 (Thu) (251 laps) 2. Liam Lawson (AF-Corse-Ferrari) 1:42.840 (Thu) (164) 3. Alex Albon (AF-Corse-Ferrari) 1:42.904 (Thu) (222) 4. Philip Ellis (Winward-Mercedes) 1:43.108 (Thu) (169) 5. Arjun Maini (GetSpeed-Mercedes) 1:43.118 (Thu) (230) 6. Lucas Auer (Winward-Mercedes) 1:43.180 (Thu) (183) 7. Vincent Abril (HRT-Mercedes) 1:43.353 (Thu) (218) 8. Kelvin van der Linde (Abt-Audi) 1:43.373 (Thu) (113) 9. Daniel Juncadella (GruppeM-Mercedes) 1:43.428 (Thu) (182) 10. Nico Muller (Rosberg-Audi) 1:43.815 (Wed) (156 ) 11. Mike Rockenfeller (Abt-Audi) 1:43.952 (Wed) (134) 12. Gary Paffett (Mucke-Mercedes) 1:44.022 (Wed) (162) 13. Dev Gore (Rosberg-Audi) 1:44.346 (Thu) (246) 14. Sophia Floersch (Abt-Audi) 1:44.420 (Thu ) (228) . Nick Cassidy (AF-Corse-Ferrari) 1:44.523 (Tue) (82) 16. Marco Wittmann (Walkenhorst-BMW) 1:44.594 (Wed) (153) 17. Timo Glock (Rowe-BMW ) 1:44.946 (Wed) (146) https://www.google.co.uk/amp/s/www.motorsport.com/dtm/news/lausitzring-test-audi-bmw-sandbagging/6507360/amp/

Thank you ☺️ Ive do e a lot of the north but not really much of the south excluding Dublin. From the pictures I've seen it does look lovely and reminds me of the nc500.

No probs. All respect to you, my mum and sister are both doctors so I can appreciate the intensity of the job. Last thing you need is car that is eluding being fixed.

Machine

Well at least you've ruled out the mobile phone or it's providers. It clearly s an issue with the car. You could get the update, or you could get a diagnostic check carried out to see if any fault codes flag up regarding the system. Think you'd be looking £75 for a diagnostic check.

I felt the same about warped discs but dismissed it as they'd recently been changed. But I guess it will depend on the quality of the discs and also I guess the way the car is driven will depend on the brake wear also. Not that I'm saying your braking like a racing driver, I'm just wondering do you do a lot of towing? As that would put extra strain on the car in general. But I could be totally off

These links might help for the wiring kit: https://www.ebay.co.uk/itm/265110304702 https://www.ebay.co.uk/itm/Audi-A6-4F-C6-Tow-Bar-Wiring-Kit-OEM-305268300113-Westfalia-Genuine-/274736958592?_trksid=p2349624.m46890.l49286 https://www.westfalia-automotive.com/uk/products/towbar/audi-a6-avant/305429900113-13/

Welcome to the forum Danny, you'll find the members on here are a friendly and helpful bunch 🙂 Performance mods: Induction kit or performance panel filter (k&n or similar) Stainless steel cat back performance exhaust Then get a remap (best done after the other two mods for more performance etc) uprated turbo if you're going all the way Cosmetic Dechrome the car if you don't like chrome. New wheels Front splitter Wind deflectors Rear spoiler Tinted windows Handling Lowing springs and matching dampers or coilovers. Uprated brakes (drilled or grooved discs abd fast road pads) Uprated anti rollbar or strut brace Hope I've helped 🙂

Robotic

Thank you Gareth 🙂 I think it can't hurt using redex I put it in my a6 occasionally

Is it going to Audi or an independent garage? If it's the latter it might be worth taking it to Audi.

The fact it keeps coming back at least shows it's not a one off issue. Could be a coil pack.

Think you're doing the right thing getting nthe thermostat fixed abd spark plugs, to be fair once it's done you should be ok. You can try FedEx or similar by all means but you should genuinely be ok 🙂