Audi R8 vs Audi S6

What's the difference?

The Audi R8 V10 RWD and V10 Performance Quattro have their own personalities. I'm a big fan of the lower-powered rear-wheel drive car, but the Performance is the ultimate here with better brakes and that 330km/h top speed. Either way the R8 is a true supercar, but one that doesn't have to be driven gingerly as though something may break off.

We adore the new S6 sedan. It looks great, feels comfortable and goes like stink all at the same time. What’s not to like?

It also helps that it is relatively good value, safe and practical by large-sedan standards, so it’s a bit of a no-brainer.

But will buyers be quick to dismiss the new S6 sedan because it’s not a more practical SUV? Time will tell, but we hope not.

Does the new Audi S6 sedan represent the best mix of executive style and boy-racer performance? Tell us what you think in the comments below.

Lamborghini styling can look over the top, McLarens can sometimes appear delicate and fragile, and Ferraris seem to be everywhere, and even for me, begin to blend into one.

The R8, though, looks exactly how an Audi supercar should look – understated, tough and serious. Have you seen that Audi advert with the R8 on a dyno not wearing any pants? That sounds ridiculous but Google it because it sums up what the R8 is – a real car with a raw race car underneath, that's meant to be driven comfortably on the road and hard on a race track and the styling indicates that intent with little in the way of fanfare.

Well, there is that big window at the back which shows off the engine and the 'side blades' that surround the large vents carved into the side of the car to cool the engine.

The latest update has taken the design from the second-gen car which arrived in 2016 and added a new grille, front bumper, door sills and vents in the rear bumper. It's a more angular, sharper, and busier design with more vents and winglets than ever.

The R8 V10 RWD and R8 V10 Performance are close to identical in their styling. You can pick the Performance by its gloss carbon front spoiler, side sills, mirror caps and rear diffuser. The RWD has gloss black elements instead.

Which looks best: the Coupe or Spyder? That's a personal thing, but I reckon race cars need to have a hardtop roof, so it's the coupe for me, please.

Built using the 'Audi Space Frame' which weighs only 200kg, the R8 is 4426mm long and just 1240mm tall, but at 1940mm across it has a wide, planted stance.

To these eyes, the new S6 sedan is very attractive, albeit not outlandish, in keeping with its executive focus.

Up front, the subtly aggressive S body kit immediately comes into frame, with the bumper sporting sinister-looking side air intakes.

And, of course, there’s Audi’s signature Singleframe, which is not only large and in charge, but also finished in gloss-black, like many of the S6 sedan’s exterior design elements.

Below the heavily creased bonnet, the HD Matrix LED headlights look both angry and sophisticated, with their integrated LED daytime running lights (DRLs) providing a crisp signature.

Around the side, the S6 sedan goes about its business quietly, but its blistered wheelarches do add some bulk and help to accentuate its strong shoulder line.

And then there are the thick skirts and 21-inch alloy wheels (with a space-saver spare), which have a sporty twin five-spoke design. It’s all very classy.

Speaking of which, the rear end is arguably the S6 sedan’s best angle thanks to its wicked LED tail-lights, which have a segmented signature.

The chunky bumper below incorporates a diffuser element that houses the quad exhaust tailpipes, while a blink-and-you’ll-miss-it bootlid spoiler rounds out the look.

Inside, the S6 sedan is a technological tour de force, with 10.1- and 8.6-inch touchscreens dominating its centre stack. The former is responsible for most of Audi’s latest multimedia system’s functions, while the latter takes care of the climate controls.

This set-up works pretty well, although a few too many taps are required for certain functions, and then there’s the issue of the glass display coverings, which are absolute fingerprint magnets alongside the gloss-black accents used throughout.

That said, the 12.3-inch digital instrument cluster and windshield-projected head-up display on hand are brilliant. In fact, they set the standard for the entire industry thanks to their design and breadth of functionality.

The S6 sedan does, of course, feel a little bit more special than the regular A6 inside, with the obvious additions being the front sports seats, which are covered in supple Valcona leather alongside the armrests. They even have diamond-stitched inserts.

Then there’s the obligatory flat-bottom steering wheel (with paddle-shifters), which is trimmed in Nappa leather alongside the gear selector, upper dashboard, door shoulders and knee rests. Indeed, hard plastics are hard to find here.

Meanwhile, a black headliner adds to the sportiness alongside the black Alcantara door inserts, but the cabin is otherwise a familiar (read: classy) affair.

The R8 is a two-seater supercar and practicality isn't high on its 'to do' list with limited cabin storage in the form door pockets almost as small as my jeans pockets, two cupholders hiding under a trapdoor in the centre armrest, a hidey hole in front of the shifter containing a wireless charger and two USB ports and the glove box.

As for the boot – there are two: one in the nose with a 112-litre cargo capacity and another behind the mid-mounted engine with 226 litres.

Room for people, well you and a friend, is excellent. I'm 191cm (6'3") tall with a 2.0m wingspan and found the footwell deep and spacious, while head and shoulder room is also good.

Measuring 4954mm long, 1886mm wide and 1446mm tall, the new S6 sedan is a large sedan in every sense of the term, which is mostly good news when it comes to practicality.

Cargo capacity is decent, at 520L, but can be increased to an undisclosed amount with the 40/20/40 split-fold rear bench stowed.

Speaking of the boot, there are four tie-down points and a cargo net to help secure loose loads, while a bag hook and a side storage net are also on hand, alongside a 12V power outlet. Bulkier items will, however, be confronted by a decent load lip.

In-cabin storage options are numerous, but not all are effective. The glovebox is well-sized, while the driver-side cubby is surprisingly large, but the central bin is shallow, mostly taken up by the wireless smartphone charger, two USB-A ports and the SD and SIM card readers.

A pair of cupholders is located in the centre console, with a 12V power outlet found in between, while the front door bins can accommodate one regular bottle each, just like their rear counterparts.

In the second row, there’s a fold-down armrest with two more cupholders as well as a shallow storage tray, while cargo nets are affixed to the front seat backrests.

The rear bench is pretty comfortable, with four inches of legroom available behind my 184cm driving position alongside decent toe-room. Headroom is also good, with about two inches on offer.

That said, three adults sitting abreast won’t enjoy the experience, due to the large transmission tunnel, which makes for limited footwell space. At least they’ll have access to a couple of USB-A ports and a 12V power outlet, below the central air vents.

For reference, child seats can be fitted to the outboard seats via top-tether and ISOFIX anchorage points.

The new S6 large sedan is priced from $149,900 plus on-road costs and is far better value than before, even if it does command a $33,900 premium over the regular A6's flagship variant.

Compared to its predecessor, the new S6 sedan is $21,480 cheaper, while Audi Australia claims it has also added $20,000 worth of kit.

Standard equipment not already mentioned includes metallic paintwork (our test vehicle was finished in Tango Red), dusk-sensing lights, rain-sensing windshield wipers, soft-close doors, auto-folding side mirrors with heating, rear privacy glass and a hands-free power-operated bootlid.

Inside, satellite navigation with live traffic, Android Auto and wireless Apple CarPlay support, digital radio, a 705W Bang & Olufsen 3D sound system with 16 speakers, a panoramic sunroof, keyless entry and start, power-adjustable front seats with heating, a power-adjustable steering column, four-zone climate control, an auto-dimming rearview mirror and LED ambient lighting feature.

Of note, buyers can opt for the $7700 Dynamic Package that bundles in speed-sensitive electric power steering, a rear limited-slip differential and all-wheel steering. It was not fitted to our test vehicle.

In terms of rivals, the BMW M550i sedan is identically priced, while the Mercedes-AMG E53 sedan is much more expensive, at $173,800. The S6 sedan arguably has the former beat on value but loses the performance battle due to its 390kW/750Nm 4.4-litre twin-turbo V8.

There are two grades in the Audi R8 range – the entry-point R8 V10 RWD which has rear-wheel drive (RWD), and the R8 V10 Performance Quattro which has all-wheel drive (AWD).

Both obviously have V10 engines, it's a naturally aspirated 5.2-litre petrol unit (so no turbos here), but the RWD makes less power and torque at 397kW and 540Nm, while the Performance produces 449kW and 560Nm.

The V10 is mounted behind the driver's seat but ahead of the rear axle making it mid-engined car. The engine even has its own window and you can see it in there with its face pressed up against the glass.

There are two body styles as well – the Coupe and Spyder (convertible, roadster, just another word for a retractable soft roof). We'll get to the prices in the next section, but let's talk about the more interesting numbers such as top speeds.

The V10 RWD in coupe form can reach 324km/h and the Spyder can hit 322km/h while the V10 Performance Coupe and Spyder are both a smidge quicker at 330km/h.

Those are all go-straight-to-jail speeds in Australia, so if you're tempted to fact check my numbers then do it on a racetrack. Audi holds excellent track days – I've done them and you'll not only get to drive the R8 as fast as you can, the instructors will help you improve your advanced driving skills, too. Do it, it could save your life.

Acceleration from 0-100km/h is rapid – 3.7 seconds and 3.8 seconds for the V10 RWD Coupe and Spyder respectively, while the V10 Performance Coupe and Spyder can nail it in 3.2 seconds and 3.3 seconds.

The V10 engine has a cylinder-on-demand feature which can shut down five of the cylinders while cruising on a motorway, say at 110km/h. It's a fuel-saving system, but keep in mind this V10 loves petrol and lots of it – I've hidden that all the way down the bottom of this review.

Shifting gears in all R8s is a seven-speed dual-clutch automatic transmission.

The new S6 sedan is powered by a hard-hitting 2.9-litre twin-turbo V6 petrol engine that produces a strong 331kW of power from 5700-6700rpm and a punchy 600Nm of torque from 1900-5000rpm.

Compared to its aforementioned predecessor, power is unchanged, while torque has increased by 50Nm.

This unit is mated to a 48V mild-hybrid system that includes a trick Electric-Powered Compressor (EPC), which helps to reduce its turbo lag.

A reliable eight-speed torque-converter automatic transmission is responsible for swapping gears, while drive is sent to all four wheels via Audi’s rear-biased quattro system.

This combination helps it sprint from a standstill to 100km/h in an impressive 4.5 seconds, while its top speed is electronically limited to 250km/h.

That's like asking how many calories are in this pavlova that I'm about to push into my mouth? Seriously if you're asking then you shouldn't be eating it – or driving the R8.

But just for the record, according to Audi the RWD R8 uses 12.0L/100km in Coupe form and 12.2L/100km in Spyder guise after a combination of urban and open roads, while the AWD R8 of course will use more at 13.4L/100km for both Coupe and Spyder.

The new S6 sedan’s fuel consumption on the combined-cycle test (ADR 81/02) is 8.4 litres per 100 kilometres, while claimed carbon dioxide emissions are 197 grams per kilometre. Both figures are pretty keen given the level of performance on offer.

Audi says the aforementioned 48V mild-hybrid system reduces fuel consumption by 0.4L/100km thanks to its coasting ability, which sees the engine turn off for up to 40 seconds between 55km/h and 160km/h. It also engages idle-stop from 22km/h.

In our real-world testing, we averaged 14.4L/100km over 100km of driving skewed towards country roads over city traffic, with limited highway time. It’s worth noting that my spirited driving inflated this result. That said, while its fuel consumption is not as bad as it appears, this is still a thirsty sedan.

For reference, the S6 sedan’s 73L fuel tank takes 98RON petrol at minimum.

A race circuit is the best place to test the performance of an Audi R8. I've been lucky enough to have done this in the past, but for this update of the R8 the Australian launch was held on public roads and included a convoy of RS models such as the RS 6 Avant, RS 7, RS Q3 and TT RS.

Even then I think I was 'stitched up' because I began the day in the R8 V10 Performance Coupe but spent almost the entirety of my allocated time in roadworks at 40km/h before swapping to an RS Q3.

So, while I can't honesty comment about the dynamics on this updated R8 V10 Performance Coupe I can tell you that having driven every iteration of the R8 since 2012 that it's a weapon, with helicopter-like visibility out of that large front window.

If, like me, you think turbos are 'cheating' (superchargers are fine), then you'll love the linear power delivery of the R8's naturally aspirated V10, and while I love front-engined sportscars, nothing beats a mid-engined car for the feeling of balance and lightness in the nose while having the sound of thousands of explosions going off just behind your back.

Having AWD is not just great for acceleration and perfect traction from Audi's quattro system, I think it's a good safety feature in a supercar, and while only your judgements can stop things going pear shaped, the system will be there to help on slippery roads.

The following day was different. I was in the R8 V10 RWD, the country roads were superb and while it wasn't a racetrack it was enough to get a hint of the capabilities of the RWD R8.

While the R8 V10 RWD feels the same to sit in with the same great view, it feels different to drive than its faster sibling, in a good way. First there's the noticeable power difference – more than 50kW and 20Nm less – but also the lack of AWD makes the front end feel more pointable, and the car feel more like a traditional sportscar that pushes from behind rather than pulling from the front. Less power, but more fun.

The RS cars in our test convoy were all awesome machines, but stepping out of even the RS6 Avant and slipping down into the R8 cockpit was like getting into a UFO – it's so far ahead dynamically of any other Audi that all I could do was laugh like an idiot. Corners which were making an RS 7 really struggle, were handled effortlessly by the R8. And in a straight line it's a bullet in a barrel.

The Performance has the better brakes: 380mm ceramic discs with six piston calipers up front and 356mm discs with four piston calipers at the rear. The RWD has steel discs – 365mm with eight piston calipers up front and 356mm discs with four piston calipers in the rear.

Keep in mind if you are planning on track days, you'll find the ceramic discs costly to replace, and beside the stopping power of the steel ones is excellent.

And yet, on pot holed course bitumen the ride is a lot more comfortable than you might think and having driven the Performance in traffic it's a much nicer place to sit than the claustrophobic cabin of a McLaren 570S. You could honestly use the R8 daily.

The S6 sedan has no right being this good in a straight line and around corners…

Much of its success is owed to the 2.9-litre twin-turbo V6, which is now one of my favourite engines being built today. Simply put, it absolutely hammers.

Punch the accelerator from a standing start and it doesn’t take long for 600Nm to be on tap all the way through, and just a little bit beyond, the mid-range.

Occupants are firmly pressed into their seats as the S6 sedan sprints towards the horizon with vigour. Soon enough, 331kW arrives and hangs around until just prior to the redline.

Needless to say, this acceleration is addictive, and the EPC deserves some of the credit, as it effectively mitigates any dreaded turbo lag and ensures the engine is always seemingly on boost.

But we also need to acknowledge the eight-speed torque-converter automatic, which is a real beauty. Gear changes are nice and smooth, which is great, but what’s even better is their relative quickness – dual-clutch transmissions be damned!

Of course, extra performance can be extracted by switching between the engine and transmissions’ settings but, rest assured, they both stand up, no matter what.

However, we’d suggest spending time in the former’s most aggressive setting, as it unleashes the sports exhaust system, which sounds unreal.

Upshift with intent and you’re met with a booming ‘brap’. Downshifts and the overrun will even gift you a series of pops. In fact, the S6 sedan soundtrack sounds strangely similar to that of the five-cylinder RS3, and we have absolutely no problem with that.

Better yet, the S6 sedan has an appetite for corners, with its neutral handling a standout, partly thanks to its hard-working rear-biased quattro all-wheel-drive system, which works in tandem with all the other electronics to ensure there is plenty of grip at any given time.

This controlled driving pleasure is enhanced by the electric power steering on hand, which has a variable ratio. At low speed, it’s nice and light, but those after more heft can always switch to another one of its settings, which become progressively heavier… arguably too heavy.

Feedback through the wheel is also good, while the steering itself is pretty direct, lending itself to sporty driving, which, of course, is half of the S6 sedan’s mantra.

Coming into corners, braking performance is solid, thanks to the massive 400mm front and 350mm rear discs with red callipers, so the driver is brimming with confidence at every turn, even though there’s an unladen weight (with 75kg driver and luggage) of 1985kg to manage.

But let’s not forget the S6 is an executive sedan, so it has to ride like one. Thankfully, it does. The independent five-link suspension has air springs and adaptive dampers, which serve up comfort in spades, especially at high speed.

Its firm tune does come into frame when travelling on unsealed or uneven roads, with this exacerbated by the large 21-inch alloy wheels, which have a penchant for catching sharp edges.

ANCAP awarded the A6 range (including S6) a maximum five-star safety rating in 2018.

Advanced driver-assist systems extend to autonomous emergency braking with pedestrian detection, lane-keep and steering assist, blind-spot monitoring, rear cross-traffic alert, adaptive cruise control with stop-and-go functionality, high-beam assist, driver attention alert, hill-start assist, tyre pressure monitoring, surround-view cameras and front and rear parking sensors. Yep, buyers aren’t left wanting here.

Other standard safety equipment includes six airbags (dual front, side and curtain), electronic stability and traction control systems, anti-skid brakes (ABS), brake assist and electronic brake-force distribution, among others.

The R8 is covered by Audi's three-year, unlimited kilometre warranty which not only falls behind in duration compared to mainstream brands but also its direct rival Mercedes-Benz which now has five-year, unlimited kilometre coverage.

Service intervals are every 12 months or 15,000km but unlike other Audi models there isn't a three-year or five-year plan available.

The S6 sedan comes with Audi Australia’s three-year/unlimited-kilometre warranty, which falls short of the premium market’s relatively new five-year standard that was set by Genesis and followed by Mercedes-Benz.

Three years of roadside assistance is also bundled in, although this term can be extended up to nine years if the vehicle is serviced at an authorised dealership, which is great.

Speaking of which, service intervals are every 12 months or 15,000km, whichever comes first. Capped-price servicing plans are available, costing $2350 for three years/45,000km or $4110 for five years/75,000km. They’re pricey, but you weren’t expecting the opposite.