Why should I not buy a 2013 S6?

[sswari]

So, I just read a thread one member posted about issues with his Trans, turning out to be clutches. I have also seen a few other talking bout issues with the Mechtronic. Neither of these really scare me, as I have managed to do an entire trans swap on my 06 A6 a few years ago, on ramps most of the time, but had to have it on stands for parts of the job.

So, what are the other pit falls of the 13 S6?

Thanks in advance.

[Alister]

Key other areas that are prone to failure are:
* Engine mounts
* PCV valve
* Fuel filler door lock actuator

[orphancrippler]

Besides the DSG issues, which you're aware of, these are what I consider the main or more common problems with the C7 S/RS platform:

Turbos going due to early revisions of, and presence of period, the pre-turbo oil screen. It's a toss-up between those who either replace with newest "G" revision, or simply remove it all together. I opted for a re-route/replacement kit that gives me two easily accessible and serviceable filters on top of the engine, as opposed to a non-servicable screen that is literally buried as deep in the engine as you can go without seeing the crank. The swap/removal is usually done in conjunction with the next item, or when turbos fail.

PCV going out, but Audi just implemented an extended warranty for that particular annoyance, covering up to the 2016 MY I believe. This is also buried deep, along with the oil screen, so if you're doing one, the amount of labor involved dictates you might as well do both jobs at the same time.

Some have issues with leaky HPFPs, which can be a major issue if left to go too long, however most seem to catch it before it's too late. The cam follower can wear down, and/or they can leak internally into the block, diluting the oil and causing misfiring due to inconsistent fuel pressure. More prevalent in tuned/modded cars, but can happen to anyone it seems.

There are a lot of other, smaller or less-common issues, most increasing in occurrence with climbing mileage, such as control arms/bushings, driveshaft bearing carrier, air springs, miscellaneous electronic sensors and modules. The oil screen clogging can be combatted by very frequent oil changes with Audi-spec or equivalent synthetic oil, but even some who have done 2.5k changes and babied their cars have blown the turbos.

This point is where some people start to mod their cars, they figure "Well, OEM turbos are shot, if I'm going to replace them, might as well get better ones and get some more power." It's a slippery and addictive slide. I'm sure I missed some stuff, but this should get you started. This isn't to say by any means that these cars have a lot of problems, just a few specific ones that have a higher likelihood of happening, but knowing about them and planning to deal with them goes a long way, especially being proactive and not waiting for things to self-destruct.

Sent from my Galaxy S20 Ultra 5G

[Valpo A7]

Potential for blown turbos and updated boil screen.

[fastboatster]

So, I just read a thread one member posted about issues with his Trans, turning out to be clutches. I have also seen a few other talking bout issues with the Mechtronic. Neither of these really scare me, as I have managed to do an entire trans swap on my 06 A6 a few years ago, on ramps most of the time, but had to have it on stands for parts of the job.

So, what are the other pit falls of the 13 S6?

Thanks in advance.
can't pull the dsg on the stands on the s6 easily, at least not going to be able to pull it from under the car. there's also another issue - selector lever position sensor which doesn't seem to be common on the s6 platform, but was common with this trans on early b8 s4. in that case, you will need to split the trans apart, can't do that under the car. 06 a6 trans is small, dl501 is a 300+ lbs monster with odd cg.

[sswari]

can't pull the dsg on the stands on the s6 easily, at least not going to be able to pull it from under the car. there's also another issue - selector lever position sensor which doesn't seem to be common on the s6 platform, but was common with this trans on early b8 s4. in that case, you will need to split the trans apart, can't do that under the car. 06 a6 trans is small, dl501 is a 300+ lbs monster with odd cg.are there any other big issues that are common on the S6 platform? In particular the 2013? It seems that this would be only the second year in for this platform.
For what it's worth the 6hp19 is a 300 unit as well. The job was not really easy, at times it was actually quite scary, HA
Thanks, for the info, this just seems like a decent deal with 42k miles for just over $25, 000

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[s4majid]

can't pull the dsg on the stands on the s6 easily, at least not going to be able to pull it from under the car.

I pulled my tranny from underneath with the car on jack stands/ramps. Definitely doable.

[Alabama]

So, what are the other pit falls of the 13 S6?

In your case, you're not only interested in a class of car, but in a specific 7-8 year old car. Improper maintenance might be a major pitfall as some of these general problems are linked to how the car was driven/maintained.

[sswari]

In your case, you're not only interested in a class of car, but in a specific 7-8 year old car. Improper maintenance might be a major pitfall as some of these general problems are linked to how the car was driven/maintained.

Great point, thanks.

[sswari]

Besides the DSG issues, which you're aware of, these are what I consider the main or more common problems with the C7 S/RS platform:

Turbos going due to early revisions of, and presence of period, the pre-turbo oil screen. It's a toss-up between those who either replace with newest "G" revision, or simply remove it all together. I opted for a re-route/replacement kit that gives me two easily accessible and serviceable filters on top of the engine, as opposed to a non-servicable screen that is literally buried as deep in the engine as you can go without seeing the crank. The swap/removal is usually done in conjunction with the next item, or when turbos fail.

PCV going out, but Audi just implemented an extended warranty for that particular annoyance, covering up to the 2016 MY I believe. This is also buried deep, along with the oil screen, so if you're doing one, the amount of labor involved dictates you might as well do both jobs at the same time.

Some have issues with leaky HPFPs, which can be a major issue if left to go too long, however most seem to catch it before it's too late. The cam follower can wear down, and/or they can leak internally into the block, diluting the oil and causing misfiring due to inconsistent fuel pressure. More prevalent in tuned/modded cars, but can happen to anyone it seems.

There are a lot of other, smaller or less-common issues, most increasing in occurrence with climbing mileage, such as control arms/bushings, driveshaft bearing carrier, air springs, miscellaneous electronic sensors and modules. The oil screen clogging can be combatted by very frequent oil changes with Audi-spec or equivalent synthetic oil, but even some who have done 2.5k changes and babied their cars have blown the turbos.

This point is where some people start to mod their cars, they figure "Well, OEM turbos are shot, if I'm going to replace them, might as well get better ones and get some more power." It's a slippery and addictive slide. I'm sure I missed some stuff, but this should get you started. This isn't to say by any means that these cars have a lot of problems, just a few specific ones that have a higher likelihood of happening, but knowing about them and planning to deal with them goes a long way, especially being proactive and not waiting for things to self-destruct.

Sent from my Galaxy S20 Ultra 5G

The infamous oil Screens. Since I would be doing the work, are parts to take care of this expensive? I know The turbos are stupid expensive, but if they don't have to be replaced, it may not be too bad.
I have a non FSI 4.2, so the HPFP is a non issue,On the slightly newer C6 Cars that have the HPFP, they can be a higher cost repair as well, how about with these beasts?

Lots to think about.

Thanks for the info.

[ichi d]

My13 I bought the car with 20k mile, the car had no warranty and heres what I had to replace. Pcv and updated oil screen for a peace of mind. The things that broke and were replace are, front passenger air strut, then the compressor blew. 2x motor mounts and 2x hpfp. Car now has 60k miles.

[Alabama]

Since I would be doing the work, are parts to take care of this expensive?

Many AZ sponsors offer good prices and occasional better sales on aftermarket parts. Even a handful of Audi dealers around the country will discount OEM parts by 20-25%. But as you know, it'll cost more than VW! You're lucky being able to do your own labor.

[sswari]

Thanks everybody, Great info.

[MattyMarkey]

The infamous oil Screens. Since I would be doing the work, are parts to take care of this expensive? I know The turbos are stupid expensive, but if they don't have to be replaced, it may not be too bad.
I have a non FSI 4.2, so the HPFP is a non issue,On the slightly newer C6 Cars that have the HPFP, they can be a higher cost repair as well, how about with these beasts?

Lots to think about.

Thanks for the info.

The part itself is relatively expensive, even with a potential discount (~$600). Labor is very straightforward- those live on the topside of the engine and very accessible.

There is no data to support this claim, just what I have read from others here and the FB group mainly... the majority of the HPFP failing, have seemingly come from cars being tuned - seems logical understanding the potential factors there. Like others have said, we are also a very small subset of the owners, so it could be happening on stock power/fuel delivery levels too.

OEM turbos are very expensive, but buying/replacing just the CHRA cores with RS7 billet units is a great idea many people do, for far less money (Non RS compressor wheels are cast).

The only thing that would deter me in your case - previous owner maintenance. Seems low mileage for the year though. With your skillset and willingness to do the work - knowing that it still may eat into your wallet for parts - I would say go for it - no reason why “not to buy it”.

You clearly know what you might be getting into.


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[sepheroth86]

This post makes me want to find one with turbo issues and tear it all down as a mid-long term project. lol

[fastboatster]

I pulled my tranny from underneath with the car on jack stands/ramps. Definitely doable.
Very interesting, do tell how you got it off and on the trans jack. I measured dl501 to be roughly 23 inches tall from the pan to the top of the bellhousing, and that seemed to be too much even on 6 ton stands. Had to do the clutches with trans under the car and on the trans jack.

[s4majid]

Very interesting, do tell how you got it off and on the trans jack. I measured dl501 to be roughly 23 inches tall from the pan to the top of the bellhousing, and that seemed to be too much even on 6 ton stands. Had to do the clutches with trans under the car and on the trans jack.

With the help of a friend, I was able to lift the tranny off of the jack onto the ground. I had a large cardboard box flattened ready to set it on. We also used some wood to help keep some of the weight of the tranny off of the pan. I was then able to jack one side of the car up far enough to slide the cardboard with the tranny on top of it out from under the car.

[fastboatster]

With the help of a friend, I was able to lift the tranny off of the jack onto the ground. I had a large cardboard box flattened ready to set it on. We also used some wood to help keep some of the weight of the tranny off of the pan. I was then able to jack one side of the car up far enough to slide the cardboard with the tranny on top of it out from under the car.
huh, right, jacking the front might have helped, i think the subframe beam was really in a way. noted for the next time I buy an s4/5/6/7 with bad dsg, thanks!