Porsche Panamera vs Audi A6

What's the difference?

While we didn’t get to sample the full breadth of the range, our time in the base Panamera demonstrated that while it’s the most overlooked member of the Porsche family it might also be the most under-rated.

While it may not be the most spacious luxury sedan it does offer ample space and combines it with performance and handling that’s hard to beat. The price drop should help make it a more appealing prospect, although at nearly $200,000 it’s still clearly a premium prospect for a lucky few.

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.

When the second generation Panamera arrived in 2017 it was widely praised for its design. The new model allowed Porsche’s stylists to tidy up the somewhat puffy design of the original whilst still retaining a clear family link to the 911.

For this mid-life update Porsche has only made some minor nip and tucks rather than a major facelift. The changes centre around the front end, where the 'Sport Design' package that was optional is now standard across the range. It has different air intakes and larger side cooling openings for a more dynamic look.

At the rear there’s a new light strip that runs across the boot lid to connect to the LED tail-lights, creating a more seamless appearance. 

The Turbo S also gets a unique front end treatment, to further separate it from the previous Turbo. It gets even larger side air intakes that are connected via a body-coloured horizontal element so it stands out from the rest of the range.

Overall it’s hard to fault Porsche’s decision to not meddle in the design too much. The shape of the Panamera, like a stretched 911 in silhouette, has grown on people over time and the changes they made for the second generation, making it tauter and more athletic in appearance, didn’t need change for the sake of change. 

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.

As the limousine of the Porsche family there’s a big emphasis on space and practicality for the Panamera. But there’s a big difference between a Porsche limo and the rest of the German ‘Big Three’, which is why the Panamera’s closest rivals are the sportier A7/8 Series/CLS and not the bigger A8/7 Series/S-Class. 

The Panamera isn’t small, stretching more than 5.0m in length, but because of its 911-inspired sloping roofline rear headroom is compromised. Adults under 180cm (5' 11") will be comfortable but anyone taller may find their heads bumping the roof.

The Panamera is available as both a four- and five-seater, but in a practical sense it would be hard to carry five. The rear middle seat is technically available with a seatbelt but heavily compromised by the rear air-vents and tray that sit on the transmission tunnel and effectively remove anywhere to put your legs.

On the plus side, the outboard rear seats are excellent sports buckets, so they offer great support when the driver exploits the Panamera’s sporty chassis.

This only applies to the standard wheelbase model, the Executive adds 150mm to its wheelbase which primarily helps create some more rear legroom. But we didn’t get a chance to test that for ourselves on this initial launch drive, so we can’t verify Porsche’s claims.

Those in the front get excellent sports seats across the range, offering lateral support whilst still being comfortable.

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. 

Before we consider what else you could buy, let’s consider what the situation is for the A6 Allroad.

It comes as just one variant in Australia, the 45 TDI, which is priced from $109,500 plus on-road costs (MSRP/RRP). It might not seem affordable, but Audi Australia claims there’s an additional $15,000 of extra value over the previous version of the A6 Allroad, which listed at $114,700.

So what gear do you get for your money? 

The standard equipment list is extensive, and includes adaptive air suspension, Matrix LED headlights, 20-inch Audi Sport alloy wheels, LED puddle lights, a hands-free power-operated tailgate and dynamic LED tail-lights.

Inside, you get dual touchscreens (10.1-inch for media and 8.6-inch for climate and car controls), satellite navigation with Audi Connect online data, Android Auto and wireless Apple CarPlay support, a 12.3-inch digital instrument cluster, a head-up display, wireless smartphone charger, four USB ports, three-zone climate control, front sports seats with heating, extended Valcona leather upholstery and stainless-steel pedals feature.

As you may expect of a luxury family-focused car there’s a raft of advanced safety tech fitted as standard, too - read the safety section below for more detail. 

Our particular test vehicle had metallic paint (Gavial Green metallic, which looks amazing but costs as much as painting an apartment, at $2200), and the interior was treated to manual rear sunblinds ($450) and black cloth headlining ($750). 

The car also had the $8900 Premium Plus package, with HD Matrix LED headlights, 21-inch alloy wheels, rear privacy glass, a Bang & Olufsen 3D sound system, dual sunroof (front opening, rear glass roof), four-zone climate control and LED ambient lighting. Lovely. But expensive.

If you’re wondering about colours, only Brilliant Black is a no cost option. The optional metallic paint finishes are: Glacier White, Floret Silver, Vesuvius Grey, Mythos Black, Gavial Green (seen here), Firmament Blue, Diamond Beige, Seville Red, Soho Brown, Typhoon Grey and Avalon Green. All the metallic options add $2200 to the price. 

Rivals for this type of high-riding wagon include the attractive and attractively priced Volvo V90 Cross Country (from $80,990), the Mercedes-Benz E-Class All-Terrain ($115,500) or, ahem, the Subaru Outback (from $37,440).

Thinking outside the box-y wagon, you could consider the slightly smaller Audi Q5 (from $66,900) or the seven-seat Audi Q7 (from $101,900). And I can totally understand why the latter is a better choice for many buyers out there. But it’s just not a wagon, right?

As mentioned earlier there’s a smorgasbord of powertrains for the Panamera range with a variety of V6 turbo, V8 turbo and hybrid variants of both to choose from.

The entry-level model, known simply as Panamera, gets the 2.9-litre twin-turbo V6 making 243kW/450Nm and paired to an eight-speed dual-clutch transmission and sending drive to the rear-wheels. 

Step up to the Panamera 4, 4 Executive and 4 Sport Turismo and you get the same engine and transmission but all-wheel drive.

The Panamera 4 E-Hybrid range (which includes Executive and Sport Turismo) has the same 2.9-litre twin-turbo V6 but adds a 100kW electric motor. 

That means a combined system output of 340kW/700Nm, driving through the same eight-speed dual-clutch and all-wheel drive system as the non-hybrid variants.

The Panamera 4S E-Hybrid gets an upgraded 17.9kWh battery, replacing the old model’s 14.1kWh version. It also gets a more powerful version of the 2.9-litre V6, tuned to make 324kW, which ups the total output to 412kW/750Nm; again with the eight-speed dual-clutch and all-wheel drive. 

The Panamera GTS uses the brand’s 4.0-litre twin-turbo V8 engine, tuned to make 353kW/620Nm, also with the eight-speed ‘box and all-wheel drive. 

The Turbo S uses the same engine but it gets a new tune to bump performance to 463kW/820Nm; that’s a 59kW/50Nm increase over the old model’s Turbo, hence Porsche’s justification in adding the ‘S’ to this new version.

And if that’s still not enough grunt, the Panamera Turbo S E-Hybrid adds the 100kW electric motor to the 4.0-litre V8 and the combination produces 515kW/870Nm.

Interestingly, despite the extra power and torque, the Turbo S E-Hybrid isn’t the fastest accelerating Panamera. The lighter Turbo S does the 0-100km/h sprint in 3.1 seconds, while the Hybrid takes 3.2 seconds. 

However, the 4S E-Hybrid does manage to out-accelerate the GTS despite using the V6 engine, taking just 3.7 seconds compared to the 3.9 seconds it takes the V8-powered GTS.

But even the entry-level Panamera still does a very rapid 5.6 second 0-100km/h dash, so none of the range can be called slow.

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. 

We didn’t get a chance to test all the variants and run the numbers against Porsche’s claims. Again, in an unsurprising development the hugely diverse range of powertrains leads to a wide spread of fuel economy numbers. 

The leader of the pack is the 4 E-Hybrid which uses just 2.6 litres per 100km, according to the company, just ahead of the 4S E-Hybrid with a 2.7L/100km claim. Despite all of its performance the Turbo S E-Hybrid still manages to return a claimed 3.2L/100km.

The entry-level Panamera we spent the majority of the time in uses a claimed 9.2L/100km. The Panamera GTS is the least-efficient, with a claimed 11.7L/100km return, which puts it ahead of the Turbo S and its 11.6L/100km figure.

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.

This is where the Panamera really excels. With every vehicle it builds, Porsche works to make it drive as close to a sports car as possible, even if it's an SUV or, in this case, a large, luxury sedan.

Although Porsche has an extensive range, our test drive was primarily focused on the entry-level model. That’s no bad thing as it’s likely to be the biggest seller in the range, but also because it’s an excellent example of a sports sedan done well.

It may be the first rung on the ladder, but the Panamera doesn’t feel like it's basic or missing anything important. The engine is a gem, the chassis is well sorted and the standard equipment level of Australian models is higher than average.

The 2.9-litre V6 twin-turbo makes a nice noise, a melodious V6 burble, and delivers plenty of punch when needed. Even though it tips the scales at more than 1800kg the V6 with its 450Nm of torque helps punch it out of corners with intent.

The corners is where the Panamera really shines. Even by the highest sports sedan standards the Panamera is a class-leader thanks to all of Porsche’s decades of know-how being poured into its development.

Point the Panamera at a bend and the nose responds with the kind of precision you expect from a sports car. 

The steering provides accuracy and loads of feedback, so you can place the car accurately despite its size. 

You do notice its size and weight as you get into the middle of the corner, but that’s no different from any of its rivals as you can’t fight physics. But for a luxury sports sedan, the Panamera is a star.

To add another layer to its appeal, the Panamera rides with excellent poise and comfort despite its sporting nature. 

Often sports sedans tend to focus too much on handling and stiffer suspension settings at the expense of ride comfort, but Porsche has managed to strike a great balance between the two seemingly opposing characteristics.

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. 

The Audi A6 was awarded a five-star ANCAP crash test rating in 2018 testing, and according to the documentation on the ANCAP site, the rating applies to all variants from August 2019 in Australia - though strangely, the 45 TDI Allroad is missing from the list of variants.

Even so, the A6 Allroad is loaded with advanced driver-assist systems, including autonomous emergency braking (AEB) that works from 10km/h to 250km/h, and also incorporates pedestrian and cyclist detection which is operational from 10km/h to 85km/h.

There is also lane keeping assistance and Active Lane Departure Warning that can steer you back into your lane (between 65km/h and 250km/h). Further, there's blind-spot monitoring, rear cross-traffic alert with rear AEB, and adaptive cruise control with stop and go functionality - which happens to be the best example of the breed that this tester has yet sampled.

There are other safety helpers like Turn Assist and Intersection Crossing Assist, both of which monitor oncoming and surrounding traffic and can warn you of potential danger, plus Audi’s Exit Warning System that can warn occupants of oncoming cars and cyclists and delay door opening. 

It is fitted with a configurable surround-view camera (360-degree camera with 3D animation), front and rear parking sensors, semi-autonomous self parking, driver fatigue monitoring, and there are eight airbags fitted (dual front, front side, rear side, full-length curtain). 

Service intervals are annually or every 15,000km (whichever comes first) for routine oil changes, with every second year a more significant inspection. 

Prices vary state-to-state due to different labour costs, but as an indication Victorian residents pay $695 for the annual oil change, while the inspection costs $995. 

There are other notable charges you should factor in, including brake fluid every two years for $270, while every four years you need to change spark plugs, transmission oil and air filters which add up to an extra $2129, on top of the $995.

The Panamera is covered by Porsche’s typical three-year warranty/unlimited kilometre, which used to be the industry standard but is increasingly becoming less typical.

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.