In Audi's view, the driver sees upcoming curves more clearly and precisely and is able to detect possible obstacles sooner, which makes sense, though claiming that ''obviously, this means a significant improvement in active safety'' does not.
It is cool, however, that the Zenon headlights supply daylight running lights that use virtually no fuel, since that worthwhile safety device does need extra gasoline to operate in traditional systems.
''Sporting design and perfect ergonomics'' are the features that characterise the cockpit, says Audi immodestly, and the reader is left to make up her own mind.
It's certainly hard to ignore the latest iteration of the Audi steering wheel, which has a ''single-frame trapezoid centrepiece with the four Audi rings on the central airbag cap.''
The A6 follows the bigger and pricier A8 in abandoning a handbrake in favour of an electromechanical model, which leaves more centre console real estate.
Because the car is so big and sits on a wheelbase that's 83 mm longer (at 2843) there is more room inside the new A6, which will be welcome news for people in the front and the back.
There'll be five engine choices in the new A6, but we're not likely to get the two diesel units nor the new 2.4-litre V6.
We will get the 3.2-litre V6 and the 4.2-litre V8, the latter of which first appeared in the smaller A4 in 2002.
The V6 will produce 255 hp and about 255 lb.-ft. of torque, while the V8 will develop 335 hp and about 300 lb.-ft. of torque.
The new 3.2 V6 uses direct fuel injection with on-demand fuel supply, four-valve technology, a variable intake manifold and infinitely variable camshaft adjustment that ''gives the driver dynamic and powerful reaction to every movement of the accelerator plus a broad useful speed range of up to 7200 rpm, muscular torque and an equally high standard of fuel efficiency.''