Audi RS4 VS Volvo V60
- Immense traction
- Easy to drive fast
- Practical, too
- Steering not perfect
- Missing one or two things
- S4 makes better financial sense
- Stunning design inside and out
- Strong value for money across all grades
- Big on safety equipment
- Lower grades only have one powertrain option
- Ownership costs
- Climate controls through media screen
Think about the word ‘functional'. You might notice that there are three letters at the start of the word that people don't often associate with station wagons. That's not the case for the 2018 Audi RS 4.
This isn't your everyday station wagon. It's a hyperbole-generating monster - a family-friendly estate with a licence to punish. Audi goes as far as to suggest that it offers "supercar performance and everyday practicality".
And why wouldn't it? With a bolshie engine, all-wheel drive and more grunt than a pair of conjoined twin hot-hatches, it's a model that has little to prove... especially to those people who appreciate what those precious first three letters can do to improve a drab drive in city traffic.
But there's something that can't be understated about this new-generation RS 4: it isn't like the model that came before it. There's no V8 engine under that shapely bonnet, because of the the new RS 4 isn't like the old one. The V8 is gone... and yes, when I first read that Audi had done the unthinkable and pulled the bahnstorming eight-cylinder screamer in favour of a downsized twin-turbo six I was shocked and horrified.
Without its star attraction, could it still be fun? I don't want to spoil the story, so be sure to read on to find out...
|Fuel Type||Premium Unleaded Petrol|
The Volvo V60 is perhaps the best representation of how far Volvo has come in recent years. Why? Because it’s not an SUV - it’s a wagon. It’s a modern-day counter-argument to the XC40 and XC60 models that have impressed many over the past few years.
But is there a place for a mid-sized Volvo wagon? One that sits low to the ground and isn’t nearly as boxy as those of old?
Read on to find out.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
There is no doubting that the all-new Audi RS 4 is a pragmatic option, probably more so now than ever before. It does the dual-personality thing better than the model that came before it, and perhaps better than anything else at this price point, too.
If you want a practical family wagon that just also happens to be punishingly fast, and you have the budget to consider something like the new Audi RS 4, it should be on your shopping list. And probably towards the top, too.
Are you a fan of fast station wagons? Let us know in the comments section below.
If you like wagons, you'll totally get it. If you're a hater, or even ambivalent, then you'll probably still get it.
Admittedly it could look even more aggressive, but it has to balance practicality with pouncing killy animal aggression. Even so, I think there's a lot to like here, from the squared-off front and rear quarter panels, the broad (even broader than the regular A4 range, in fact) 'single-frame' grille, and the bejewelled looking LED headlights.
It looks even better from behind, with the broad rear haunches really hunkering it down, and the wide tail-lights and sneaky little fake vents on the side adding extra back-end bulk. Note: the rear light-edge vents may be fake, but the front ones actually work to channel air to cool the brakes.
There are 20-inch wheels in a few different designs, but my personal choice would be the milled aluminium single-piece ones you see on the blue car in these images. They're gorgeous, even if they cost more. And I couldn't not have the signature Nogaro Blue Pearl, which was the same colour as the RS 2 wagon that started the hot wagon thing for Audi... again, at a high price.
Thankfully, I wouldn't need to spend an extra cent inside, because the interior is lush. There are all the typically Audi finishes - it's a high-end and luxurious environment, but with lashings of sporty elements that help it feel almost like a leather tracksuit. Take a look at the pictures of the interior to make up your own mind.
Compared with, say, a regular A4 Avant, the RS 4 Avant is bigger in every way except height. It measures 4781mm long (up 56mm), 1886mm wide (up 44mm) and 1404mm tall (down 30mm). It's quite heavy, too, weighing in at 1800kg, which is about 150kg more than the entry-level wagon.
As good as it looks, I just can't help but think maybe it could have been even more aggressive. The last model certainly had muscle and more macho with its even more angular guards. But maybe the world has moved on a bit, and I'm just not ready for it.
Look at the V60 before you - you can’t tell me it isn’t one of the best looking cars on the road. Well, actually, you can tell me - do it in the comments section below.
The car we had on test was the mid-range T5 Inscription, and the colour is called Birch. It’s a beautiful colour, and helps the svelte lines of the V60 stand out and blend in, all at the same time.
All models have LED lighting across the range, and Volvo’s ‘Thor’s Hammer’ theme Volvo adds a little aggression, too.
The rear lives up to the boxy Volvo wagon look you’d expect, and in fact, it almost looks like the XC60 SUV at the back. I like it, and I like what it offers, too.
It carries its size well, being identical in most dimensions to the S60 sedan. It measures 4761mm long on a 2872mm wheelbase, it’s 1432mm tall (just 1mm taller than the sedan) and 1850mm wide. That makes it 126mm longer (96mm between the wheels), 52mm lower but 15mm narrower than the last model - and it’s built on the brand’s new Scalable Product Architecture - which is the same underpinnings from the range-topping XC90 to the entry-grade XC40.
The V60’s interior design is familiar to Volvos from the past three or four years. Take a look at the interior pictures below.
Don't get me wrong, it's still a very, very pleasant place to be. Typically Teutonic, typecast technical Audi, but with some sporty flourishes. The hard-backed sport bucket seats up front offer a great amount of adjustment (though the driver's seat base is a little too high), and depending on what interior trim you opt for, you may see aluminium or carbon finishes throughout.
The quilted leather is lovely, and the materials are all superb - so is the fit and finish. One of the cars I drove had an optional pack with Alcantara trim, with that material covering the shifter and steering wheel - the latter of which I love, because it's smooth yet grippy. I'm not so sold on manual steering adjustment for a car at this price point, however.
With the Audi Virtual Cockpit digital screen spreading 12.3-inches in front of the driver, there's no shortage of info to choose from. It's been around a few years now, but I still love the look of Google Maps in front of me.
There's also Audi's MMI touch system, a rotary dial with a touchpad on top that is pretty simple to use, and it links up to a high-resolution 8.3-inch screen on the dash top. All the connectivity stuff you'd expect is included - Apple CarPlay, Android Auto, Bluetooth phone and audio, DAB+ digital radio, and an inbuilt hard-drive for your own music storage. You won't be left wanting for entertainment.
There are reasonably good sized cup holders up front, a covered centre console, some loose-item storage areas and adequate bottle holders in all four doors. The back seat has mesh map pockets (set on hard plastic seatbacks - good for limited damage to fabric if you have children who like to kick the seat) and a flip-down armrest with cupholders.
Space in the rear is easily good enough for a six-foot (183cm) tall adult like myself to slot behind someone of the same size, with ample kneeroom, good toe room and enough headroom to ensure no hairs were out of place. The width is surprisingly decent, too.
There are dual ISOFIX child-seat anchor points, and three top-tether attachments as well. And parents (and children alike) will appreciate the rear air vents, and three-zone climate control system that allows a seperate temperature in the back.
The boot is a good size, with 505 litres of capacity up to the multifunctional luggage cover (which includes an integrated mesh cargo barrier and operates electronically in conjunction with the boot lid). It also has a reversible floor section - carpet one side, plastic on the other - perfect for tying down wet clothes (using the included mesh elasticated web net) or even performing potentially messy nappy changes. The boot expands to 1510L with the seats down.
The Swedish brand’s current interior design language is premium, plush, but not sporty. And that’s totally fine.
The cabin of the V60 is lovely to look at, and the materials used are all sumptuous - from the wood and metallic elements used on the dashboard and centre console to the leather on the steering wheel and seats. There are some lovely elements like the knurled finishes on the engine starter and other controls, too.
The 9.0-inch tablet-style vertical media display is familiar, and while it may take a week of driving to figure out how the menus work (you have to swipe side-to-side for detailed side menus, and there’s a home button down the bottom, just like a real tablet), I find it mostly very usable. However, I do think the fact you control the ventilation (air con, fan speed, temperature, air direction, seat heating/cooling, steering wheel heating etc) through the screen is a little annoying. However, the de-mister buttons are exactly that - buttons.
The volume knob below doubles as a play/pause trigger, and you get steering wheel-mounted controls as well.
Cabin storage is okay, with cup holders between the seats, a covered centre bin, bottle holders in all four doors, and a rear flip-down armrest with cupholders. But there isn’t as much in the way of smarts as, say, a Skoda wagon.
Now. The wagon bit. The best bit of all!
The V60 wagon is clearly a more practical pick than the S60 sedan, with 529 litres of cargo space (the S60 has a still decent 442L boot). The rear seats fold down flat for extra room, and there’s also a clever partition wall you can erect to stop things moving around in the boot. The opening is a good size, easily broad enough to make loading luggage or a pram in easy. The boot can cope with the bulky CarsGuide pram and a large suitcase side by side, with space to spare.
Price and features
The new twin-turbo V6 model is priced at $152,900 plus on-road costs, which represents a slight hike over its V8-powered predecessor, but Audi claims to have added $22,000 of extra equipment.
Standard inclusions offered in the RS4 consist of 20-inch alloy wheels, red RS brake calipers, an adjustable sports exhaust system, Audi's sport differential, adaptive sports suspension, LED headlights with LED daytime running lights, adaptive rear LED indicators and tinted rear windows with acoustic front glass.
Standard interior kit includes Audi's 'Virtual Cockpit' 12.3-inch driver info screen with configurable RS display mode, an 8.3-inch tablet media screen with sat nav, Bluetooth phone and audio streaming, Apple CarPlay and Android Auto phone mirroring, DAB+ digital radio, and a stonking 19-speaker Bang & Olufsen stereo system.
The front sports seats with Nappa leather trim and honeycomb quilting (which apparently mirrors the design of the grille mesh) also feature bolster adjustment, massage function, memory settings for the driver's seat and electric adjustment and heating for both sides. There is an ambient-lighting system with 30 different colour options, too.
A panoramic sunroof is fitted as standard, but for hot areas of the country it can be deleted if the buyer so chooses. Smart key entry and push-button start is standard, and there's an auto tailgate with gesture control.
Even though that list is long, there are still option boxes you can choose to tick. Things like the carbon and black styling pack ($11,900), the 'Technik Pack' (with head-up display, Matrix LED headlights, wireless phone charging - $3900) and other style-focused extras like the 20-inch milled aluminium wheels ($1600). There are several colour options to choose, including the Misano Red pearl finish ($1846), or the brilliant 'Nogaro Blue Pearl' ($5450)... but not all the colours cost money, with a selection available at no cost.
See below for the extensive safety kit list - because it's hugely lengthy!
As for where the competitors sit, the Mercedes-AMG C63 S wagon lists a little higher, at $159,711 plus on-roads. There's no BMW M3 wagon, but the sedan version is $141,610 plus costs... and it's the only one with manual or auto to choose from. There's no Lexus, Infiniti or Volvo equivalent model. But I guess you could consider the S4 a good alternative at $50,000 less, and it's available as a sedan or a wagon...
The V60 wagon line-up is attractively priced, with entry level variants undercutting some of the big name competitors.
The starting point is the V60 T5 Momentum, which is priced at $56,990 plus on-road costs (a $2000 premium over the equivalent S60 sedan). The Momentum has 17-inch alloy wheels, LED headlights and tail-lights, a 9.0-inch multimedia touchscreen supporting Apple CarPlay and Android Auto as well as DAB+ digital radio, keyless entry, auto dimming rear vision mirror, auto dimming and auto folding wing-mirrors, dual-zone climate control and real leather trim on the seats and steering wheel. It also gets a power tailgate as standard.
The next model up the range is the T5 Inscription, which lists at $62,990. It adds plenty of additional gear, with 19-inch alloy wheels, directional LED headlights, four-zone climate control, a head-up display, a 360-degree parking camera, auto-parking assist, wood interior highlights, ambient lighting, heated front seats with cushion extensions, and a 230-volt power outlet in the rear console.
Stepping up to the T5 R-Design gets you more grunt (info in the engine section below), and there are two options available - the T5 petrol ($66,990) or the T8 plug-in hybrid ($87,990).
Extra equipment for R-Design variants includes ‘Polestar optimisation’ (a bespoke suspension tune from Volvo’s performance division), 19-inch alloys with a unique look, a sporty exterior and interior design pack with R-Design sports leather seats, paddle-shifters on the steering wheel, and mesh metal interior finishes.
There are some packs available to add more to your V60 if you want it, including the Lifestyle Pack (with panoramic sunroof, tinted rear glass and a 14-speaker Harman Kardon stereo), the Premium Pack (panoramic sunroof, rear tinted glass and a 15-speaker Bowers and Wilkins stereo), and the Luxury Pack R-Design (nappa leather trim, blonde head-lining, power adjustable side bolsters, front massage seats, heated rear seat, heated steering wheel).
Engine & trans
This isn't the first time the Audi RS 4 has had a twin-turbo V6 engine under its bonnet. Back in 2000, the very first RS 4 launched with a 2.7-litre biturbo engine.
This all-new model has a 2.9-litre twin-turbo unit, which shares much with the Audi S4 and S5 models (they run a 3.0-litre turbo - the engine in the RS 4 is a smaller capacity and has a shorter stroke, but adds a turbo over the lesser S models).
It's no V8, however. The most recent model before this one had a 4.2-litre naturally aspirated unit with 331kW of power and 430Nm of torque.
This new version carries over the same power output - 331kW - but it hits between 5700-6700rpm, not at 8250rpm like the old V8. And torque has seen a substantial kick up the behind, now rated at 600Nm.
Not only has torque increased by about 45 per cent, it's also across a broader rev range - now it spans 1900-5000rpm, where it was not only lower but shorter-lived and less usable in the V8 (4000-6000rpm).
And the all important 0-100km/h time? It's now at 4.1 seconds, where it used to be 4.7sec. The top speed remains identical - 250km/h.
What about the sound, though? Read the driving section below... or better yet, watch the video!
All Volvo V60 models are petrol-powered, but there’s one that adds electricity to the mix. There is no diesel this time around.
Three-quarters of the range are powered by the T5 engine, which is a 2.0-litre four-cylinder turbo motor. However, there are two states of tune offered for the T5.
The Momentum and Inscription get the lower state of tune - with 187kW of power (at 5500pm) and 350Nm of torque (1800-4800rpm) - and it uses an eight-speed automatic with permanent all-wheel drive (AWD). This powertrain’s claimed 0-100km/h sprint time is 6.5 seconds.
The R-Design model takes a higher tune of T5 engine - with 192kW of power (at 5700rpm) and 400Nm of torque (1800-4800rpm). Still eight-speed auto, still AWD, and a little quicker - 0-100km/h in 6.4sec.
At the top of the range there’s the T8 plug-in hybrid drivetrain, which also uses a 2.0-litre four-cylinder turbo engine (246kW/430Nm) and pairs it to an electric motor with 65kW/240Nm. The combined outputs for this hybrid drivetrain equate to a phenomenal 311kW and 680Nm. Unsurprisingly, the 0-100km/h time for this grade is a startling 4.5sec!
And then there’s the fuel consumption…
Fuel consumption for the 2018 Audi RS 4 is rated at 8.9 litres per 100 kilometres, which is fairly good for a vehicle with this much propulsion potential. CO2 emissions are rated at 202g/km.
Both of those are big improvements over the V8 that preceded it - the claimed consumption was 10.7L/100km and emissions were 249g/km.
But it's worth noting that Mercedes-AMG has the C63 wagon with a 4.0-litre twin-turbo V8 that has more power (375kW) and torque (700Nm) yet uses less fuel (8.7L/100km).
The official combined fuel consumption of the V60 varies depending on the powertrain.
The T5 models - Momentum, Inscription and R-Design - all use a claimed 7.3 litres per 100 kilometres, which on the surface appears a little high for a vehicle in this segment. On test in our V60 Inscription we saw 10.0L/100km - not terrific, but not terrible either.
But there’s a great evener in the T8 R-Design, which uses a claimed 2.0L/100km - now, that’s because it has an electric motor that can allow you to drive without petrol for up to 50 kilometres.
It only took three corners for me to feel 100 per cent comfortable with the controls of the Audi RS 4. Some cars may take a few minutes before you become accustomed to how the throttle, brakes and steering want to be used, but it was mere seconds in this case.
That's because of the outright predictability of the RS 4 - it's hard to set a foot wrong, with excellent throttle response, strong but progressive braking, and better steering than I've experience in any Audi outside of the R8. It's not perfect - there's still a little bit of deadness or stickiness on centre - but I like the way it helps you pivot the car and apply lock at pace, thanks to nice weighting and resistance. The steering is light when you want it, and hefty when you need it.
The adaptive dampers and 20-inch wheels can't totally divorce the road surface from the bodies of the occupants in the cabin, and over patchy surfaces the ride can be a little pitchy, even in the Comfort setting.
But those dampers help stiffen the chassis up in Sport mode, negating body roll brilliantly. That, combined with the traction of the excellent quattro all-wheel drive system with a self-locking centre differential, and the grip of the Continental tyres makes for a really enjoyable way to cut through a series of corners.
Of course there are electronic helpers underneath, including a torque-vectoring-by-braking system and torque-splitting rear differential that pushes load to where it's needed most - but unless you had a screen in front of you telling when they were being used you wouldn't know. It all just feels really natural in the way it handles itself.
Now, that engine.
No, it isn't a V8, but what it is is a powerhouse weapon. It's still rev-happy, and the transmission allows it to be that way: in Dynamic mode with the shifter in S (not D) there is a brilliant willingness to the way it hangs on to gears - through a series of sweeping corners, getting on and off the throttle and brake pedal respectively, it had incredible intuition - third gear was the most usable, and gave the most, too.
The engine's sound isn't as visceral as the V8 of its predecessor, but it isn't what I'd call dull. There's a nice bit of chortle on the overrun, and it sounds pretty menacing when you punch the go pedal.
In normal driving, too, it's well suited to regular duties. It just so happens that its great at going fast, which is what you want from an RS model.
It’s hard to find much to complain about in the Volvo V60 - if you approach it like a Volvo driver would.
If you’re an enthusiast who wants a sports wagon, then maybe it’s not quite the right car for you. But if you’re after a luxurious family conveyance with comfort and plushness on its side, then this could be just the thing for you.
At the time of writing we’ve only managed to get into the V60 Inscription, which is indeed the plushest of the pack. And despite not having tricky air suspension or even adaptive dampers, it manages to offer the luxurious ride you’d expect in most situations, even though its riding on big 19-inch alloy wheels.
I would say that the ride will almost certainly be even better in a Momentum grade version, which has 17s as standard, and for those who spend a lot of time on bad road surfaces or areas where pockmarks or potholes are prevalent, that could be a consideration.
That said, the 19-inch Continental tyres on the V60 Inscription - in combination with the car’s deftly tuned chassis and its handy all-wheel-drive system - means that there’s no issue with traction or body roll in the bends. It hangs on very well indeed.
Its steering doesn’t offer the level of enjoyment that some others in the segment do (like the BMW 3 Series), but it is easy to steer around town and at speed, with a light, accurate action and predictable response.
Although the Inscription variant doesn’t get the zestier T5 engine tune, the engine response is measured and still eager enough for everyday duties, without being overly urgent. If you plant your right foot it’ll apparently get you from 0-100km/h in 6.5 seconds, though the seat of the pants feel wasn’t quite that spectacular. The transmission is smart, shifting smoothly and cleverly and never really setting a foot wrong in terms of gear selection.
There is no model-specific Audi RS 4 Avant crash-test rating, but the Audi A4 (four-cylinder) range managed the maximum five-star EuroNCAP / ANCAP test score in 2015.
Rest assured, though, the RS 4 has a lot of standard equipment.
The standard safety equipment list includes Audi's pre-sense front system with auto emergency braking (AEB) with pedestrian detection (which works up to 85km/h), plus a 360-degree camera with reversing camera and front and rear parking sensors. Plus the traffic-jam assist system, which debuted in 2015 on the Q7 and uses two radars to read the road ahead - even scanning in front of the car directly in front of you.
There's active lane-keeping assist, lane-departure warning, blind-spot monitoring, adaptive cruise control, turn assist (which will stop you from driving through an intersection if the car doesn't think you'll make it), auto high-beam lights, rear cross-traffic alert (with audible, visual and physical notification - it can jolt the brakes if you aren't paying attention), multi-collision braking (which will stop the car if you have an accident to prevent further mishap).
There's also Audi's clever "exit warning system" that will flash the ambient lights if an occupant is about to open their door into the path of oncoming cars or cyclists.
The RS 4 has eight airbags (dual front, front side, rear side and full-length curtains).
Volvo’s V60 scored the maximum five star Euro NCAP crash test rating when tested in 2018. They haven’t been put through the ANCAP ringer yet, but a maximum five-star score is as good as a given, based on the equipment fitted to the entire model range.
Standard safety equipment for all V60 models includes auto emergency braking (AEB) with pedestrian and cyclist detection, rear AEB, lane keeping assist with lane departure warning, blind spot monitoring with steering assist, rear cross-traffic alert, adaptive cruise control, and a reversing camera with front and rear parking sensors (plus 360-degree surround view standard on all but Momentum grades).
There are six airbags (dual front, front side, full-length curtain), plus there are dual ISOFIX child seat anchor points and three top-tether restraints, too.
Audi covers all of its models with a three-year/unlimited kilometre warranty plan, which, by market standards is starting to look a little low, but in the premium part of the market, not many brands do much better.
As for servicing costs, it's a bit of a guessing game. The entire RS model range, as well as the R8 supercar, isn't covered by the same Audi Genuine Care pre-purchase setup you can get on a regular (non RS) model. That plan covers three years/45,000km of maintenance, and in the case of the A4/S4, the cost is $1620. Expect more than that for the RS 4.
Volvo offers a three year/unlimited kilometres warranty plan, and backs its cars with the same cover for roadside assist for the duration of the new car warranty.
Servicing is due every 12 months or 15,000km, and Volvo offers two different levels of pre-purchase servicing for customers to choose: SmartCare, which offers the basic maintenance cover, and SmartCare Plus, which includes consumables like brake pads/discs, wiper blades/inserts and wheel alignments.
And customers get the choice of a three-year/45,000km plan, a four-year/60,000km plan, or a five-year/75,000km plan.