Audi RS4 vs BMW X6

What's the difference?

What a way to send off this generation of Audi RS4 and RS5. The extra focus courtesy of those trick coil overs and drama from the exhaust plus the sharper gear changes deliver the best Audi has done with these RS products. 

There are some compromises, with the suspension favouring outright control over low-speed comfort. It’s also true that the current BMW’s M3 and M4 are more impressive, but when the products are nearly seven years fresher than Audi’s, what do you expect? 

Plus, those looking for a more restrained and polite fast executive sedan (or wagon) will gel with the Audi’s sophistication. There aren’t many of these Competition Plus RS4 and RS5s coming to Australia and they are impressive visually and from behind the wheel. It’s a fitting way to send off the current generations.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

I was not expecting to like the BMW X6 xDrive 40i M Sport as much as I do. The styling is still polarising but the facelift will throw more people towards the liking rather than disliking side of the fence. The cabin and boot are super practical and the X6 nails all the premium elements you expect at this level. It’s driving and handling are what win me over, though.

My son loves this one and doesn’t want to hand it back. My husband also noted how nice he thought the X6 was… and that’s saying something for a born and raised 'country boy'!

The RS4 Avant’s 'Progressive Red' metallic helps the black milled 20-inch alloy wheels pop. Its stance is hugely purposeful with wheels tucked right up in the blistered arches courtesy of the lowered ride height — it's how the Avant would have looked in a design sketch.

The visual bulk of the long-roofed RS4 gives it the sort of proportions motoring journalists love to wax lyrical about, even if plenty of buyers still prefer coupes or lifted SUVs. 

The RS5's more flowing, elegant lines match well with the Navarra Blue paint work, silver-accented wheels and conventional leather-appointed seats within. 

Both cars have effectively identical front cabins reflecting Audi’s classy and sleek design language. The integration of technology is pretty good and the RS4’s additional red styling pack really makes it feel sporty within.

SUV coupe styling with its raised platform and pinched bum just doesn’t do it for me usually but I like it on the new X6 model. The facelift helps the X6 appear more athletic and just plain meaner than the previous version.

The front end sees the most change with new adaptive LED headlights and a bigger 'kidney' grille. The kidneys are illuminated, which adds to its night-time presence and the extended blacked-out intake vents at the front and around the car make it look sharp as hell.

The weird prong on the side mirrors has been dropped in favour of a more seamless design (hurrah) and the 22-inch alloy wheels give total va-va-vroom sport-vibes. 

On the interior, the dashboard has been revamped with a more pronounced shape and a curved display panel that houses the 12.3-inch digital instrument cluster and 14.8-inch multimedia system.

The air-vents now blend more into the dash but the little knobs for them might not be everyone’s cup of tea.

The ambient lighting is customisable and the quilted seats look beautiful but purists will wince on learning it’s synthetic leather, especially at this price point, but it feels and looks very nice. 

The RS4's cabin is excellent, with a good mix of physical buttons and responsive touchscreens for control. There’s enough storage space for this kind of vehicle, with good door bins and well-sized cupholders in the centre as well as USB-C and -A charge points. 

Audi’s multimedia system is friendly though the large touch targets and dark background aren’t as crisp as those fitted to the latest rivals. The screen isn't as big, either, measuring 10.1 inches for the multimedia item. The RS4 supports wireless Apple CarPlay and Android Auto.

That said, Audi’s 12.3-inch digital driver’s display with bright and poppy mapping software and generous customisation remains right at the head of the pack. 

There is a panel of switches below the touchscreen for climate control, physical selection of the five-or-so drive modes and a collection of helpful buttons on the perfectly-shaped and sized leather-appointed steering wheel.

It lacks F1 or DTM wow-factor compared to the C63 and M3 with their easy-access driver mode buttons and toggles on the steering wheel but the RS4's restrained looks will resonate with those that prefer a bit more elegance inside. 

Neither the RS4 nor RS5's back seats are designed for those over about 175cm. The RS4’s roof is a little higher so it is good enough for most adults but the RS5’s sloping profile compromises things. It has two individual buckets compared to the RS4’s three-wide bench. 

Rear seat passengers get air vents, an individual climate zone, bottle holders in the doors, USB charge points and ISOFIX attachments for the outboard seats, with matching top tethers in the seat backs.

The Audi RS4’s boot is a generous 505L with under floor storage and a netted area on the driver’s side. Folding the 40/20/40 split-fold bench increases space to 1495L. That said, the RS5’s 465L is still very good, though it is not quite as practical in the real world. 

Being fitted with roof rails makes for sleek integration of roof racks for the RS4 to slip roof pods, bike racks or whatever else you might choose to take on a trip away.

You know you’re in a large SUV when you slide into the X6 because the cabin has a lot of space in both rows.

But also because of the higher centre console design, you feel tucked into the car despite the higher seating position. It makes it feel far sportier than your typical SUV. 

Even back rowers enjoy decent legroom and headroom, despite the panoramic sunroof and sloping roof design. Six-footers should be relatively comfortable in both rows but it's best to reserve the middle seat as a sometimes position for adults. The raised floor won’t allow true comfort for a longer trip.

Let’s chat luxury because there’s plenty to be had with the electric front seats and their cloud-like comfort.

The electrically-adjustable side bolsters and adjustable lumbar support makes it feel like you’re being cuddled by the seat and also hold you in place in a turn. The extendable under-thigh supports minimise leg fatigue on a longer trip.

However, the back seat is almost as comfortable as the fronts in terms of cushioning. You also sit in, rather than on top of the seats which is a nice change for an SUV. 

Individual storage is great in both rows and up front you get a dual-opening middle console, glove box and a handy utility area that houses the cupholders and two phone pockets.

There is also a storage nook on the driver’s side that will comfortably hold a wallet. 

In the rear you enjoy two map pockets on the front seat backs and retractable cupholders in the fold-down armrest.

The armrest houses a shallow device holder and sits at a good height. Both rows enjoy deep storage bins in each door and a large drink bottle holder.

Happily, the holder is tilted towards the user, rather than away which is what you usually see.

The boot is a great size at 580L with all seats in use. There’s a little lip that has practical metal scuff plates but otherwise the loading space is level.

The hands-free powered tailgate is welcome and the handy 40/20/40 split on the back row opens up your storage options.

You get a temporary spare tyre underneath the floor and it’s cool how the floor has a gas strut, which makes the area much easier to access.

The concertina-style cargo cover is a bit dicky to use but I like how solid it is. It could easily double as a shelf by itself. 

Charging options are abundant with a total of two 12-volt ports, a USB-A port, three USB-C ports and a wireless charging pad to choose from throughout the car. But it is annoying to use the pad when the front cupholders are in use.

I like having hardened kickplates on the backs of the front seats because my seven-year old loves putting his feet on everything.

The higher ground clearance makes this an easy car to get in and out of but it also makes for a great view for my son. He finds the doors a little heavy to close but the massive door grab handles help!

Amenities in the rear row make it a pleasant space to be in for kids and adults alike. You have reading lights, map pockets, two storage shelves and directional air vents.

There is manual climate control in this row, too, but it feels at odds with the rest of the high tech in the car.

On that note, the updated technology looks gorgeous.

The head-up display is clear and the digital instrument panel offers plenty of customisation. It's a super handy feature to access your recent call log via the steering wheel controls and see it pop up on the instrument cluster. 

The touchscreen multimedia system is responsive but you can also use the rotary dial to get around it. There is a stack of information in it, though, which will take a bit to get your head around. Can’t fault its graphics, it looks hot, but some users may feel flustered at first.

The system has built-in satellite navigation that features an augmented reality feature, which overlays dynamic instructions on the video feed. What makes it practical is how it can be viewed on your instrument cluster, which means more on-road focus for the driver. 

There is wired Android Auto and wireless Apple CarPlay, with the latter being simple to connect to. You don’t have the important climate control buttons/dials up front and I find it annoying to access the multimedia screen to change climate and fan speed settings. 

What you lack in controls there is more than made up for in the centre console. There are a lot of buttons, from the push-button starter, rotary control wheel and everything in between.

Even after a week, my mind still has a mini freeze looking at them while on the go.

There are three variants for the X6 before you jump up to the performance M grade. Our test vehicle is the mid-spec xDrive40i M Sport model and will cost you $144,900 before on road costs.

That places it in the middle of its rivals and you get a well-specified model for the price tag but our test vehicle has also been fitted with a few extras, like the 'M Sport Package Pro' which adds a darkened grille and accents throughout the car, an M Sport exhaust system, red M Sport brake calipers and the M Sport signature colour stitching in the seat belts. All of that adds $2308.

Our test model also has the 'Enhancement Package' which tacks on $4616 but you get some great items like the crystal glass accents on the rotary dial and push-start button and a premium Harman Kardon surround sound system.

It also adds big 22-inch alloy wheels, a tyre pressure monitoring system and a temporary spare tyre which replaces the standard run-flat tyres on the base model.

Oh, and the 'M Brooklyn Grey Metallic' paintwork adds $1539. Just sayin’ it will cost you a pretty penny but it’s not outrageous for a luxury SUV.

Other standard equipment includes synthetic leather trims, electric front seats with heat function, electrically adjustable steering wheel, sports paddle shifters, M Sport styled scuff plates and badging, exterior puddle lamps and a full suite of LED lights including adaptive headlights. 

You also enjoy a panoramic sunroof, adjustable lumbar support on both front seats, as well as extendable under-thigh support.

The drivers seat features two memory positions and comfort entry/exit functions (the seat and steering wheel slide back for you to get in and out of car).

For practicality, there is a hands-free powered tailgate, pre-entry climate control with programable entry time and a boot floor that features a gas strut for easy access.

We’ll touch on the tech later but the highlight is a new curved display panel that houses the 12.3-inch digital instrument screen and 14.8-inch touchscreen multimedia system. 

Audi’s 2.9-litre twin-turbo petrol V6 has seen plenty of use across performance products from Audi and Porsche, including the Macan S and Audi S6. 

In the RS4 and RS5 Competition Plus, it develops the same 331kW (at 5700-6700rpm) and 600Nm (at 1900-5000rpm) as the regular car. This makes it an extremely flexible engine that delivers predictable punch anywhere in the power band.

That said, it lacks the explosive character of BMW’s twin-turbo inline six — the figures are only 15kW and 50Nm higher on paper yet the M3’s response is that much more ferocious. 

Audi’s RS division has tried to capture a bit more emotion, retuning the eight-speed torque converter automatic transmission for crisper shifts. This also benefits the RS4’s 0-100km/h sprint time, which falls two tenths to 3.9 seconds in Competition Plus guise. 

The V6 breathes a little easier, too, with a different exhaust. Audi says the extra sound is down to 8.0kg less sound deadening in the car.

There’s more resonance at idle that does feel tiring sitting in traffic idling but the trade-off is a brawny mid-range baritone that develops into a shrill bark approaching the redline.

The xDrive40i M Sport has a 3.0-litre, inline six-cylinder turbo-petrol engine with maximum outputs of 280kW and 540Nm. That’s 30kW and 90Nm up from the previous model.

It has a smooth eight-speed auto transmission and is all-wheel-drive.

The facelift sees the addition of a new mild-hybrid system which makes for almost imperceptible stop/start functionality when idling and a smidge better on-road fuel economy. 

With a 0-100kmh sprint time of 5.4-seconds, it’s obvious that it has plenty of power to have fun with.

The Audi RS4 wagon is rated to use 9.5L/100km in ADR combined cycle (urban/extra-urban) consumption testing while the slipperier RS5 returns 9.4L/100km in the same test. 

We weren’t able to run accurate or particularly relevant fuel figures on the event but the trip computers showed around 12L/100km in both RS4 and RS5. 

While these numbers are high compared to your average passenger car, the Audi is more efficient than BMW's rivals, and gets remarkably close to the hybrid C63 in the real world.

The fuel tank is quite small for this kind of vehicle at 58 litres. That limits the RS4’s theoretical driving range to 611km. 

Unsurprisingly, the Audi RS4 and RS5 require 98 RON premium unleaded petrol. 

Expectations for a thirsty engine were high, considering the hefty power available, but this version of the X6 has proved to be quite economical.

The xDrive40i M Sport variant has an official combined cycle fuel economy figure of 9.3L/100km but my real-world usage averaged 8.8L/100km.

That’s after mostly open-road driving with only a little ‘city’ thrown in but I didn't hesitate to use the power, so I'm happy with the result.

The X6 has a big 83-litre fuel tank and based on my usage, you’d see a driving range of around 943km, which is great.

BMW only recommends a minimum 95 RON petrol to be used.

The time allocated to driving the RS4 Avant Competition Plus was fairly limited and we were sadly unable to sample how the highly adjustable coil over suspension performed where it makes most sense — on the racetrack. 

Still, winding country roads between Sydney and the Southern Highlands served up some challenges, demonstrating how the Competition Plus pack changes the character of the RS4 and RS5. 

The only real negative is comfort, specifically over those horrible plastic speed bumps that litter shopping centre car parks. With adaptive dampers, carmakers can set programs for these kinds of obstacles to soften and stiffen the clever shocks at just the right time. Not so the Competition Plus pack cars, which ride these bumps harshly.

That about does it, though, and everything thing else is a net benefit. The steering system addresses some criticism of the earlier RS4s. Further than a retune, the Competition Plus gets a new rack, that is non-progressive with a fixed ratio of 15:1 (instead of 13.3:1) and 2.4 turns lock-to-lock. The reactions to each input feel a hint more faithful. 

When above 40km/h the coil overs come into their own. Even though the RS4 rides firmly it doesn’t constantly jiggle over small bumps. Over sharp-edged hits, the suspension rounds the hits off so, while you feel them, there’s a sense of control and sophistication. 

Having speed limits to contend with means it is essentially impossible to find the limits of grip of the 275/30R20 Continental SportContact 6 tyres on the road and there isn’t much body roll, either.

The RS4 is still rewarding, though, getting up on its toes just enough through a series of bends to feel engaging. It gives an impression of being quite light and at 1820kg it is now considered featherweight next to rivals.

The RS4's Quattro all-wheel drive system favours the rear wheels when driving normally (60 per cent rear) and can send up to 85 per cent of the drive to the back axle. 

The tweaked electronically-controlled rear limited-slip differential amplifies the throttle steer-ability of the RS4, giving you the confidence to squeeze the gas on exit. 

It helps that the Competition Plus bucket seats are a little thinner and set closer to the floor giving you more feedback. This is the key differentiator between the RS4 and RS5 we drove — the buckets make the car feel alive. 

Strong brakes are made up of 375mm front rotors clamped by six-piston calipers. Optional carbon ceramic brakes with larger 400mm front rotors help save 6.5kg and, if you plan to use the RS4 on track, are a smart buy along with a set of Pirelli P Zero Corsa semi slick tyres ($850). 

Really, though, neither the RS4 nor RS5 are the perfect car for the track. They are plenty capable and fast on the road with just enough fun, reward and character thrown in to keep you coming back for more.

The X6 is a thoroughbred on the road. It’s wide stance and massive wheels provide a well-balanced and grippy on-road ride experience.

Seriously, the tyres feel glued to the road even in the wet. Confidence is high with this one.

There is plenty of power to enjoy and you don’t feel like you’re digging deep for it, either, when you have to get up to speed or overtake.

It has the handling and power of a much smaller and sportier car but at no point does it feel wild or reckless to drive. It’s got a certain elegance and maturity to its handling.

Despite those massive wheels, the ride comfort is fantastic with the adaptive suspension. You still feel the road but you’re not knocked about by it. It’s very much a driver’s car in that sense but passengers still feel well-cushioned.  

The cabin is insulated and you get basically no road noise or wind noise but occasionally you get some feedback from the tyres depending on the road surface. Longer journeys are comfortable and quiet.

The steering is light enough that you don’t feel like you’re hauling a massive SUV around but is still responsive. Meaning you can tackle a winding road or urban traffic easily.

When it comes time to park it, you’ll love having the 360-degree view camera system. It’s the best and clearest system I’ve sampled.

Add the front and rear parking sensors and no car space is an issue. But if you’re unsure, you can use the Park Assist feature to help out.    

The X6 has an extensive safety list and I like the SOS emergency call button and front cross-traffic alert. Both are great to have but the latter is particularly useful on a large SUV like this, especially in the city or driveways.

Other standard safety equipment includes blind-spot monitoring, autonomous emergency braking, LED daytime running lights, forward collision warning, side collision warning, rear cross-traffic alert, lane keeping aids, lane departure warning, intelligent seat belt reminders, front and rear parking sensors, 360-degree view reversing camera, traffic sign recognition, driver fatigue monitor, and adaptive cruise control with stop and go functionality. As well as an SOS emergency call button and stolen vehicle tracking.

The X6 hasn’t been tested by ANCAP, so it’s unrated but it is based on the X5, which achieved a five-star rating in 2018. However, it only features six airbags which is low for a family car.

There are ISOFIX child seat mounts on the outboard seats and three top tethers in this row. Two seats will fit best but I reckon you could squeeze a third in if you had to.

There’s plenty of room for front passengers when you install a 0-4 rearward facing child seat, too, which is good.

Audi covers the RS4 and RS5 with a five-year/unlimited kilometre warranty which is now the expected norm across the premium part of the market. 

A five-year service plan can be pre-purchased, costing $3630 for both models with maintenance due annually or every 15,000km. 

After the five-year warranty period, owners can choose to extend the service packaging and warranty for two extra years at a cost of $4260. This can be done twice, extending the warranty up to nine years.

The ongoing costs are surprisingly reasonable for a large luxury SUV! Like its rivals the X6 enjoys a five-year/unlimited km warranty.

However, you can pre-purchase a servicing plan for up to five years or 80,000km, whichever occurs first, for a flat $2400. Or an average of $480 per service which is inexpensive for this class.

Service intervals are also good at every 12 months or 15,000km, whichever occurs first.