Audi A6 vs Volvo XC60

What's the difference?

I was thoroughly impressed by the Audi A6 Allroad 45 TDI quattro 2020 model. It is excellent on road, resolved and comfortable on unsealed surfaces, and very well packaged for family touring.

I’d personally have it in a heartbeat over a Q7 or any SUV, for that matter. I can understand why some buyers wouldn’t consider it, but if you’re someone who likes to think outside of the boxy SUV, then be sure to take a look at the Audi A6 Allroad.

The facelifted Volvo XC60 Ultra B5 Dark is the car at school pick-up that doesn’t need to brag. It just gets on with things and it looks good doing it. It offers a strong mix of family-focused features, comfortable and composed road manners and thoughtful practicality throughout the cabin.

The updated media system is crisp and responsive, though it could use a few tweaks to be truly intuitive. Overall, the XC60 mild-hybrid remains a solid choice for families who value understated luxury, comfort and safety over flash. It doesn’t reinvent the wheel, but it does what it does well.

If this isn’t the best looking genre of car, I must have been blindfolded since birth. You might think differently - be sure to let me know in the comments section below.

But for me, I just love the idea of a station wagon that is beefed up with SUV styling cues, and the Audi Allroad formula has been en pointe for generations now. This latest A6 Allroad doesn’t disappoint, either, with all the elements you’d expect.

Things like the bulging contrasting wheel-arch liners, the rugged underbody protection bash plates, and even the silver roof rails and silver metallic side sill protectors with ‘quattro’ emblazoned upon them - it just all works. 

And being an Audi A6 wagon underneath the glittery bits, it’s a sizeable vehicle. The dimensions read like so: length - 4951mm; wheelbase - 2925mm; width - 1902mm; height - 1458mm, though that depends on the height of the air suspension. 

The A6 Allroad sits about 45 millimetres higher than the standard A6 Avant wagon (not sold in Australia). And the ground clearance also varies depending on the air suspension height setting, but it is officially recorded at 139mm - which isn’t very high at all, but that’s for the regular driving setup. In its raised height, that jumps by 45mm to 184mm. Nowhere near an off-road Toyota, but still high enough to stop the belly from scraping.

And there are other hardware bits to help you out if the going gets tough - out of sight is Audi’s ‘quattro’ all-wheel drive system with a self-locking centre differential that the brand says provides “superior traction and its high level of safety and agile handling”. There is hill descent control, and the infotainment screen can display the location, elevation, compass and driving angles, too.

As for the design of the interior? It’s high-tech Audi opulence and comfort at its best. Check out the interior pictures to see what I mean.

The XC60 has a graceful, poised curbside presence. Its wide stance and smooth body panels give it a confident silhouette, while the redesigned grille with dark accents, integrated intake vents (both faux and real), and those sharp 'Hammer of Thor' headlights tie it all together. It’s not trying to be sexy, but it is undeniably handsome. It's the kind of SUV that turns heads quietly rather than shouting for attention.

Inside, the vibe is pure Scandi chic. There’s a refreshing lack of plasticky surfaces, with everything feeling solid and premium to the touch. The supple Nappa leather seats and expansive panoramic sunroof instantly make the cabin feel airy and refined.

Taking centre stage on the dash is a new 11.2-inch portrait-style media display. The layout is a little too reminiscent of an oversized iPad for my taste, but the crisp graphics and quick touch response are big pluses. Adding a touch of craftsmanship, the crystal Orrefors gear shifter and genuine driftwood inlays across the dash and centre console bring warmth and texture you don’t find in most rivals.

Is this facelift breaking new ground? Not really. But then, it doesn’t need to. Volvo has long been firmly planted in the premium end of the field and this update simply shows it's still cultivating all the right qualities.

Technical. Practical. Glorious. Three words I’d use to describe the cabin of the Audi A6 Allroad. 

The cockpit isn’t anything out of the ordinary for an Audi of the modern era, and as such it will feel familiar to you if you’ve been in or around any of its more recent stablemates. It also means that you’ll find yourself in a high-end, high-tech and highly pleasant interior. The materials used are beautiful and of a high standard. They look very nice and it is an extremely pleasant place to be. And you can hate on me if you want, but I’m sold on brown leather. Yummo!

It will take some time for you to get to grips with the dual-touchscreen layout of the cabin, but once you get the hang of it, it becomes second nature.

The media screen is very easy to use, the menus are simple to learn, and over my week there were absolutely no issues with Apple CarPlay - either when connected via USB, or when used wirelessly.

The second screen below controls a lot of the main functions of the air conditioning system, and while I’m not a huge fan of using a screen to touch through temperature and fan controls, this one has haptic feedback and is well positioned - it’s not as much of a glance away from the road as in, say, a Land Rover or Range Rover. There’s also a volume knob which is good, and quick buttons for Drive Select and demister for front and rear windscreens.

In terms of the practicalities, there are bottle holders in the doors, a pair of cup holders between the front seats, a covered centre console bin with Qi wireless phone charging (remember not to leave your phone in there!) and there are two USB ports in there, plus a SIM card slot and SD card slot as well.   

The seat comfort is very good - there’s electric adjustment on both seats with lumbar adjustment, and the driver’s seat gets memory settings as well. The electric steering wheel adjust is a nice touch as well, and there’s a remote boot release trigger, too.

There are twin sunroofs, and the front one can tilt and slide while the rear one is fixed. It helps lighten things up a bit if you have the optional dark headlining, which I personally wouldn’t choose.

Rear seat space is excellent. Sitting behind my own 182cm driver’s seat position, I had easily enough legroom, headroom and shoulder room - in fact, the rear pew is so accommodating, it could easily fit three of me across - but foot space is a little tight due to the large transmission tunnel. 

Those in the back are well catered for – there are 2x USB ports, a pair of large door pockets with bottle holders, twin mesh map pockets, a flip down armrest with storage and cupholders, and our car had quad zone climate control (as part of the optional Premium Plus package - standard is three-zone climate), plus there are centrally mounted directional air vents and in the door pillars at face height. Our tester also had those optional manual sunblinds, which would certainly help those in the back get some shut-eye on longer trips. 

The centre section of the rear seat can be split folded down on its own as well – so you have 40:20:40 rear seat folding, which is great for skis or snowboards. Plus there are two ISOFIX child seat attachments and three top-tether points available for baby seats. And one of the most excellent additions to any car ever – illuminated seat belt buckle receivers. It just makes it that much easier to see at night.

If you need to fold down those rear seats, there are boot-mounted triggers. That’ll help expand the luggage capacity from the standard 565 litres (VDA) to an expansive 1680L (VDA). The cargo hold easily fit the three CarsGuide suitcases (124L, 95L and 36L) with room to spare.

There is no Audi Allroad seven seater, though. And that’s potentially where something like a Q7 makes more sense, depending on your intent. 

The XC60 is spacious without being sprawling. The front row is the sweet spot for comfort, with generous leg and headroom plus ergonomic seats that offer excellent under-thigh and side-bolster support. They also bring the luxury of heating, ventilation and even massage functions.

The rear row uses firmer padding, and while the backrest looks fairly flat, it’s deceptively supportive. Adults should be comfortable back there on longer journeys. Access is only slightly compromised by the wheel arch eating into the rear aperture, but otherwise it’s an easy SUV to get in and out of. My eight-year old pointed out that the rear doors are on the heavy side, though, and often need a good slam to latch properly.

Storage is well thought out throughout the cabin. Up front you get a decent glove box, cupholders, drink bottle holders, door bins, a dedicated phone tray that doubles as the wireless charging pad and a shallow centre console with two USB-C ports. One niggle. The cupholders don’t grip cups as snugly as they should.

The rear row has a 60/40 split with a 'ski-port' door and a fold-down armrest. And in the back, there are door bins with bottle holders, a fold-down armrest with cupholders and net map pockets. Rear passengers are also spoiled with dual-zone climate control, four directional air vents and two more USB-C ports.

One of the XC60’s best family-friendly features is the integrated booster seats, which have two height settings and fold neatly back into the base when not in use. They’re a lifesaver if you have kids who feel like they've 'aged out' of car seats but aren’t quite tall enough to go without. Of course, there are also ISOFIX mounts and three top-tether points if you still need to install child seats.

Out back, the boot offers a flat loading space, a powered tailgate with kick function and a healthy 613L of storage with all seats up (up to 1543L when the rear row is folded). You also get a 12-volt socket, a proper temporary spare tyre, and if you’ve got the optional air suspension (as per our test model) you can raise or lower the boot height for easier loading.

Tech usability is a bit of a mixed bag. The new 11.2-inch media display is sharp and responsive, and it comes pre-loaded with Google apps like Maps, Spotify and Assistant. But the Apple CarPlay and Android Auto isn't wireless, which feels like a miss at this price point.

The Bluetooth is patchy, with calls and music sometimes not syncing properly. A wired connection works better, especially for my iPhone 15 Pro Max, but I'm not a fan of leaving my phone on charge all the time. If you’re already familiar with Volvo or Polestar’s system, you’ll feel at home, but first-timers may need a little time to adjust.

There are two mild-hybrid variants in the XC60 line-up, and the one we’re driving here is the flagship Ultra B5 Dark. Priced at $81,990, before on-roads, it costs about $7000 more than the entry-level Plus B5 Bright, but that premium buys you a longer list of included features that makes the Ultra Dark feel like the sweet spot of the range. Especially considering Volvo also offers two plug-in hybrid XC60s, but those command up to $20K more!

In terms of market rivals, the XC60 sits right in the middle. The Audi Q5 TFSI starts at $81,000, while the Lexus NX 350h Sports Luxury AWD asks $87,900, both before on-road costs.

Standard equipment is generous. The Ultra Dark gets a panoramic sunroof and Nappa leather upholstery, with the electric front seats offering heating and ventilation functions plus a heated steering wheel for winter comfort. There's a 360-degree view camera system with surrounding parking sensors and a park-assist feature.

Tech upgrades include a new 11.2-inch media display with in-built navigation, Google apps, and wired Apple CarPlay/Android Auto, backed up by four USB-C ports, a 12-volt socket and a wireless charging pad. There's also a Volvo phone app, which allows users to pre-condition the climate prior to entry, have a digital key and program the spare key for any kids who might want to borrow the car!

Families will appreciate the thoughtful touches like a powered tailgate with kick function, built-in child booster seats in the rear row, a temporary spare tyre (a welcome feature), four-zone climate control and lots of storage throughout the cabin. Keyless entry sensors on every door add another layer of convenience.

Our test car was also fitted with just over $5000 worth of options, including the Bowers & Wilkins premium sound system, active air suspension, tinted rear windows, and even front seat massage functions. When you consider that many rivals charge extra for equipment that comes standard here, the XC60 Ultra B5 Dark makes a strong case for itself on value.

Under the bonnet of the Audi A6 Allroad is what Audi labels the ‘45 TDI’ - a 3.0-litre turbo-diesel V6 engine that produces 183kW of power (from 2750-4500rpm) and 600Nm of torque (from 1500-3000rpm).

The engine is only available mated to an eight-speed torque-converter automatic transmission and Audi’s renowned ‘quattro’ all-wheel-drive (AWD) system. 

Audi claims this 1980kg wagon can run from 0-100km/h in just 6.5 seconds, on its way to a top speed of 250km/h. It is a hummer of an engine - more on that in the driving section below.

Towing capacity is pegged at 750kg for an unbraked trailer, and maxes out at 2500kg for a braked trailer.

Should Aussies feel short changed when it comes to the engine options here? Arguably, yes - and that’s despite the powertrain offered here still being a stormer. 

There’s only one spec available Down Under, and even it doesn’t get the most up-to-date emissions tech. There isn’t AdBlue urea treatment (meaning this is a Euro 5 engine), and our cars have essentially been de-specced to miss out on the latest 48-volt mild-hybrid tech, which is standard on all grades of the A6 Allroad in Europe. Maybe that is part of the reason the cost is down, this time around. 

And while the outputs of the 45 TDI in Australia are pretty decent, other markets have the A6 Allroad offered in 50 TDI (210kW/620Nm) and 55 TDI (257kW/700Nm) trims. Remember, though - this is a very niche player here. 

The Ultra B5 Dark tested here is all-wheel drive and has a 2.0-litre, four-cylinder, turbo-petrol mild-hybrid engine. It produces up to 183kW of power and 350Nm of torque.

The 'mild hybrid' tag comes from a 48-volt system paired with an integrated starter-generator. It’s not a full hybrid, so you won’t be gliding around silently on electric power alone, but it helps smooth out stop-start driving, boost efficiency and add a little extra shove when you put your foot down.

The result is an engine that feels lively in the city and confident out on the open road, with enough in reserve to make overtaking stress-free.

Audi claims the 45 TDI powertrain in the A6 Allroad will use 6.6 litres per 100 kilometres. That’s the official Australia fuel consumption figure on the combined-cycle test. CO2 emissions are claimed at 174g/km.

During my time in the Audi A6 Allroad I saw an average fuel use return of 7.4L/100km - which was taken over highways, back roads, unsealed roads and twisty bits. There was even some urban stop-start in there, too. I think that’s pretty darn good for a car of this size.

Fuel tank capacity is 63 litres, meaning a real-world range of 851km based on my fuel consumption.

As mentioned above, the A6 Allroad is a mild hybrid model in other markets, but not in Australia. We don’t even get the Euro 6-compliant version here, as there’s no incentive for it to be offered locally - as in, there’s not even AdBlue treatment. 

There’s no electric version (though you might want to look at the all-new Audi e-tron)  or plug in hybrid, and no petrol model either.

Volvo claims combined cycle (urban/extra-urban) fuel use of 7.6L/100km for the XC60 Ultra B5 Dark, which isn’t bad for a turbo-petrol but reminds you that this is only a mild hybrid. With a 71-litre fuel tank, you’re looking at a theoretical driving range of up to 934km which is great for a family SUV likely to see its fair share of school runs and road trips.

In my real-world testing, which included plenty of urban driving with one longer trip in the mix, I averaged 8.6L/100km. That’s a little higher than the claim, but still a respectable result overall.

Here’s where the A6 Allroad separates itself from, say, an Audi Q5 or Q7. It’s a low-slung wagon, made for touring on country roads, doubling down on dirt backtracks and cruising comfortably on the freeway.

It’s not as upright as a Q5 or Q7, and that means it has a lower centre of gravity - so it feels more hunkered down, more settled into the surface below.  

And in the case of the A6 Allroad, there’s adaptive air suspension all around to cushion the car from what lies beneath. For the most part, that air suspension is superb - it absorbs big bumps and lumps very well, though the oversized 21-inch optional wheels can’t disguise sharp edges from those in the cabin. 

The general compliance is very good, and as I found out first hand, you can easily soak up hundreds of kilometres without feeling the affects of the road underneath you - even over bumpy country back roads and lumpy dirt sections.

The steering could be better; it’s a little bit vague and heavy on centre at higher pace, but at lower speeds it is light and amicable. Very easy to park despite its size, and easy to manoeuvre around town, too.

The engine builds pace with superb linearity, and it’s very quiet and refined as well. There is a tiny bit of turbo lag at lower speeds or from a standstill – but it is completely manageable and never feels like it’s sluggish at all. The 0-100km/h claim of 6.5 seconds seems achievable, too. 

The eight-speed automatic transmission was mostly very smart and well sorted - although in other VAG models with this engine family/eight-speed auto, the transmission never felt quite as busy at higher speeds. I noticed it shuffling between seventh and eighth gears more than I was expecting, given how much torque the engine has. It’s not annoying at all, and nor is it unrefined, and could well have something to do with attempting to save fuel rather than leaving it in top gear.

During night driving, the optional HD Matrix LED headlights were exceptional - among the best headlight technology that I’ve ever encountered. The ‘matrix’ technology means they can blank out oncoming traffic or cars in front of you while keeping the high-beam on in other areas. The auto headlights with auto high beam worked very well, too.

The plan was never to do a serious off road review, but I did do some driving on unsealed roads and found the Allroad to be excellent. 

Through slippery unsealed corners it exhibited excellent traction, though you can feel the weight of the car shifting from side to side when you pivot through corners. There was a touch of skittishness over mid-corner bumps, but again that could be more to do with the big wheels than anything else.

I came away thinking that if you had your eyes closed, you wouldn’t even know that you were on dirt or gravel. It really is an exceptional car across sealed and unsealed roads. 

There’s plenty of power on tap, with enough left in reserve when you really need to push it. Around town, the XC60 keeps up with traffic effortlessly, and out on the highway it never feels strained. The transmission is fairly punctual with its shifts, though you do need to drive it a little more assertively to avoid any lag when accelerating from a stop.

Visibility is excellent thanks to the big, wide windows and higher driving position. It’s also refreshing to have a wide rear window behind the C-pillar as it's something not all rivals manage.

On the road, the XC60 feels composed and comfortable. The cabin stays quiet even at highway speeds and the suspension soaks up the worst bumps without ever feeling floaty or disconnected. Handling is equally predictable, with steering and dynamics that feel natural and reassuring. Take a sharp corner at speed and you will notice a slight loss of composure but it rights itself quickly.

Day to day it’s also very car park friendly. Parking sensors and the 360-degree camera view make manoeuvring simple, though the video feed looks a little blurry at the edges. A more seamless stitch between camera angles would improve the presentation, but functionally it gets the job done.

While the 2026 Volvo XC60 hasn’t undergone ANCAP testing yet, it continues Volvo’s long-standing reputation for safety with a comprehensive suite of features. Standard equipment includes autonomous emergency braking, blind-spot monitoring, lane keeping aid, lane departure warning, rear cross-traffic alert, front and rear collision warning, traffic sign recognition, driver attention warning and seven airbags - basically covering all of the essentials.

For families, there are integrated booster seats in the rear row, ISOFIX child seat mounts, and three top-tether anchor points. A stand-out feature is the programmable spare key, which is colour-coded in bright orange and allows you to set speed and speaker-volume limits. Which is ideal for nervous parents who share the car with teens or other young drivers.

Other practical safety touches include a protective first-aid kit and warning triangle, adaptive cruise control with stop/go function, parking assist, surrounding parking sensors and a 360-degree camera system.

Audi offers a three-year/unlimited kilometre warranty, which is as good as BMW, but not as good as Lexus (four years/100,000km) or Mercedes-Benz, Volvo and Genesis (five years/unlimited kilometres). It’s falling behind in the luxury sphere.

The company offers reasonably priced capped price ownership plans for maintenance. Purchasers can roll in the cost of either a three-year service plan ($2170) or a five-year plan ($3300). That covers off the usual service items due every 12 months/15,000km.

Roadside assist is included for the period of the new car warranty.

The XC60 is covered by a standard five-year/unlimited-km warranty, which is okay for its class, especially at the premium end. You can pre-purchase either a three- or five-year 'Volvo Genuine Service Plan'. The five-year plan will set you back $3870, which is steeper than many rivals, though Volvo sweetens the deal with five years' complimentary roadside assistance. Services are spaced at every 12 months or 15,000 km, whichever comes first.

One thing for regional owners to keep in mind, while Volvo has a decent retail footprint, there are only 34 Volvo service centres in Australia. Depending on where you live, that can mean a long drive. In my case, the nearest Volvo service centre is almost two hours away. That adds travel time and inconvenience for regular maintenance or unscheduled work.