Audi S6 VS BMW M3
- Executive style
- Improved value
- Boy-racer performance
- Not SUV practical
- A touch thirsty
- Substandard warranty
- Super-sweet engine
- Steering and suspension fantastic
- Looks mean in the metal
- Key safety stuff missing
- Expensive, and worse when you start ticking options
- Desert-levels sparse in the backseat
Most buyers don’t care for sedans these days, but those in the premium market are still spoilt for choice, with new model after new model being launched.
The latest on offer is the new Audi S6, which once again attempts to mix executive style with boy-racer performance.
With its predecessor’s 4.0-litre twin-turbo V8 succeeded by an engine that is 1.1 litres and two cylinders short, does it still serve up enough bang for your back?
Of course, the only way to find out is to put the new S6 sedan to test, so that’s exactly what we did. Read on.
|Engine Type||2.9L turbo|
|Fuel Type||Hybrid with Premium Unleaded|
If you’ve got a thirst for power that would make Vladimir Putin seem benign, you’ll likely find the BMW M3 a little underwhelming, what with its measly 331kW/550Nm and a propensity to spin the rear tyres into rubber-flinging oblivion with each traction control-free prod of the accelerator.
Happily, there's now a solution. Enter the M3 CS (Competition Sport); a track-ready special edition that ups the performance ante right across the board, with more power, stiffer suspension, better aero and the kind of angry exhaust note that sets tectonic plates a-rumbling.
So, is more M3 never enough? Or is the new CS too angry for its own good?
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
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.
The biggest, baddest M3 is also the very best of the current breed. It's a specialist tool, sure, but if you're in the market for a track-attack sedan that will paint a smile on your face, even while striking fear into your heart, then look no further.
Jump into a BMW M3 CS or wait until next month for the new Merc-AMG C 63 S? Tell us what you think in the comments section below.
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.
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.
Interesting, you say? Well, just look at it. The massively domed bonnet, the flared wheel guards, the blacked-out roof, the quad exhaust tips - this thing looks wild from every angle. BMW tells us you can actually swap the lightweight roof for a traditional version with a sunroof, but why on earth would you?
The dome bonnet is fitted with a massive rear-facing vent that sucks hot air off the engine, while the carbon front splitter emerges from the bottom of the grille as if the CS is forever jutting out its jaw. At the rear, the carbon wing is peaked at each end, again aiding aero efficiency, while four fat and centred exhaust tips complete a pretty angry-looking package.
The design across the board is not what you'd call understated, and it likely won't appeal to everyone, but I think it looks the absolute business.
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.
Every bit as practical as any other M3, really, which is impressive given the outrageous performance.
There are some sacrifices made in pursuit of weight loss, of course. There's no centre-console storage (replaced by a strip of Alcantara and a single, lonely USB charge point), and backseat riders lose air vents, power and just about everything else. The good news, then, is that there's space a-plenty back there, with enough head and legroom behind my own 176cm driving position.
But up front, the M3 CS is a comfortable and spacious place to spend time. There are twin cupholders, too, as well as room in each of the doors for bottles. The navigation and multimedia systems are straight-forward and easy to use, as are the performance-focused functions.
Price and features
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.
At $179,900, the CS sets a new top-price for the M3 family, well above the $146,529 of the Competition version and miles clear of the entry-level Pure ($129,529). And so you might think you get much more for your money, but you would be wrong. In fact, you get much less.
This is a car designed with the relentless pursuit of performance in mind, so expect few extra luxuries - all of which would add weight. Instead, you get more power (of course), as well as a quad-tipped exhaust tuned to sound like the world is ending around you.
Semi-slick Michelin Cup tyres, lighter alloys, a race-focused bonnet (which, along with the roof, is made from a carbon-fibre/plastic composite, helping shave 10kg off the curb weight), some clever aero tech at the rear and lighter cabin materials also join the the standard features list.
Outside, expect staggered alloys (19-inch front, 20-inch rear), adaptive LED headlights and keyless entry. Inside, you'll find air-conditioning, navigation and a 12-speaker harman/kardon stereo controlled through an 8.8-inch screen.
Engine & trans
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.
The M3’s twin-turbo 3.0-litre straight-six engine has been tweaked to produce 338kW and a stonking 600Nm of tyre-frying torque. It’s channeled through a seven-speed dual-clutch automatic and sent to the rear wheels.
That’s enough, BMW says, for a blistering 3.9sec sprint from 0-100km/h, with the CS pushing on to a flying top speed of 280km/h.
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.
BMW reckons you'll return 8.5L/100km on the combined cycle, with CO2 emissions pegged at 198g/km. But we politely disagree. We drove the CS in the fashion we imagine everyone will - or at least should, and our numbers were a little higher than that. Like three times higher.
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.
The best performance cars straddle a razor-thin line between exhilarating and terrifying, and the M3 CS definitely parks an axle on either side of the divide.
It's not for the faint-hearted, the CS; it can be an angry, twitchy, rear-grip-relinquishing handful. And not just when you're overly aggressive on the exit of a corner (though also definitely then), but even when you plant your foot on a dead-straight, perfectly smooth and bone-dry patch of tarmac.
As a result, your heart is almost always beating just a little bit faster being the wheel, almost from the moment you slip into the driver’s seat and prod the start button, the exhaust barking into life like a whip cracking in your eardrum.
So intimidating at times, sure. But also huge handfuls of fun. The M3 (and the M3 Competition) experience has been fine tuned to near-enough perfection in the CS formula, from the super direct steering to the thunderous flow of power to the booming exhaust.
This is not a car built for suburban exploring, but BMW deserves credit for making its CS feel pretty liveable when it’s not being driven in anger. The suspension tuning especially, while you’d never accuse it of being overly comfortable, does a surprisingly good job of soaking up corrugations and bumps while still feeling ever-connected to the road below.
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.
Another victim of the performance goals here, I'm afraid, with everything that can be removed, removed - hell, even the reversing camera has been punted.
Instead, the safety package consists of front, and front-side airbags and a performance-focused traction and braking package. Parking sensors front and rear, active cruise and speed-limit recognition round out a fairly basic package.
The rest of the BMW range received the maximum five-star ANCAP safety rating when crash tested in 2012.
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.
BMW's three-year/unlimited kilometre warranty applies here, with a "condition-based servicing" schedule that means you're car will tell you when work is required. You can prepay your servicing costs for the first five years of ownership, spanning $3350 to $8450 depending on your level of coverage.