Audi A6 VS Jaguar XF
Audi A6
Likes
- Performance
- Quality
- Safety
Dislikes
- Clinical personality
- Warranty
- Steering feel
Jaguar XF
Likes
- Beautiful to look at
- Fantastic drivetrain
- Properly luxurious
Dislikes
- The cost
- No Apple CarPlay/Android Auto
- Not really a five seater for long trips
Summary
Audi A6
Despite a determined bid for dominance by a growing stream of Q-badged SUVs, with zero-emission Es on the near horizon, Audi’s A-team of mainstream sedans, wagons, coupes, and cabriolets remains vitally important to the company’s product portfolio and bottom line.
But in recent years the Bavarian maker’s mid-size A6 has been hiding in the shadows, unable to lay a glove on its natural enemies, the BMW 5 Series and Merc’s E-Class, in terms of new car sales in Australia.
So, this sizeable piece of fresh metal is designed to push Audi up the leader board. It’s the all-new, fifth generation A6.
| Safety rating | |
|---|---|
| Engine Type | 3.0L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 7.2L/100km |
| Seating | 5 seats |
Jaguar XF
If a Jaguar owner fell through a wormhole from 2003, the company they bought their car from would be almost unrecognisable. Back then, it was a bewildering mess making an odd assortment of cars, yet to emerge into the light after Ford's confused and debilitating period of ownership.
Why 2003? Fifteen years is a nice round number and pre-dates the arrival of the brand-saving XF.
Today, Jaguar has three SUVs, and the gorgeous F-Type, the XE, its second-generation XF and the big XJ. It has three SUVs (the F-Pace, E-Pace and I-Pace) because without them Jaguar would be a niche manufacturer before long, because big sedans, formerly the brand's trademark, are continuing their gentle decline. Oddly enough, one of the market segments contracting even faster than sedans is wagons.
So what better time to launch into a draining pool from the three-metre board than now? Jaguar has bravely taken that risk and brought us the puzzlingly named XF Sportbrake.
| Safety rating | |
|---|---|
| Engine Type | 3.0L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 5.9L/100km |
| Seating | 5 seats |
Verdict
Audi A68.1/10
The new Audi A6 is a composed, rapid, top-shelf luxury sedan. It’s comprehensively equipped, with safety tech a stand-out, and priced to chip away at BMW and Merc’s segment dominance.
But owners in this part of the market tend to be rusted on loyal to their preferred brand, and it will be interesting to see of this impressive newcomer can shake a few of them loose.
Pick of the bunch? Save 10 or $15K or dial down the repayments and go for the entry-level A6 45 TFSI, with all the safety tech on-board, plenty of performance, and most of the luxury features included in the more premium models.
Jaguar XF7.4/10
With that iron fist wrapped in a velvet glove wrapped in bubble wrap engine, excellent ride and gorgeous looks, the XF Sportbrake ticks all the boxes. Apart from the entry price and options prices, there are few objective reasons not to buy the car. It's just as good as any of its German competition and arguably the prettiest of the lot.
Should Jaguar have taken the dive? Given the XF Sportbrake is a luxury wagon done right, yes.
So you've decided you want a prestige wagon? Is it the Jaguar for you, or do you need a German machine to lug your load?
Design
Audi A68/10
Revealed in Germany in early 2018, the new-gen A6 brings fresh engines, leading edge safety, upgraded media tech, and an evolution of the brand’s distinctive design language.
Always a subjective call, but to my eyes the A6’s exterior, while crisp and contemporary, is evolutionary rather than a game-changing step ahead.
The signature single frame grille is even bigger than before, to the point where it feels like Audi has entered an arms race with the current oversize grille superpower, BMW.
A strongly curved roofline accentuates the car’s steeply raked C-pillars, giving it a close to fastback style. Broad, sweeping surfaces are combined with harder defining edges and creases, while short overhangs accentuate the carefully sculpted, tightly wrapped look.
The A6 45 TFSI rides on 19-inch ‘5-twin-spoke’ design alloys which fill the wheelarches nicely, while the 45 and 55 S line run on similar design 20s.
The S line exterior package incorporates specific front and rear bumpers with honeycomb inserts, side air inlet grilles in ‘matt titanium black’ with inserts in ‘platinum grey’, rear diffuser in the same black, this time with chrome trim, side sill trims, and illuminated aluminium door sill trims with S logo at the front
But the short story is, it looks like a big A4, or a small A8. For some, a very good thing, for others the ‘they all look the same’ syndrome may be a question mark.
The interior is a model of Teutonic restraint, the sleek dash and instrument cluster layout showcasing three digital screens covering instruments, media and other functions as well as heating and ventilation.
Long, horizontal vents are an Audi design favourite, the seats look and feel superb and the entire cabin reeks of quality and attention to detail.
Jaguar XF8/10
The second-generation XF is a very pretty car. A few carmakers have a had a crack at that four-door coupe idea, but Jaguar's Ian Callum got it right first go. You might expect the wagon to be a bit dumpy but it's far from it. That's not to say wagons can't be good looking - many are better-looking than the car they're based on (the weirdly proportioned Golf wagon being the exception to the rule). The XF sedan just looks right.
Anyway, the Sportbrake is basically the same until behind the B-pillar, with the roof continuing on to steeply raked tailgate glass. Obviously the lights are different back there but it's a nicely integrated job, it doesn't look like a dodgy extension. Rolling on the optional 20-inch wheels it looks amazing - low, long and well-proportioned. Unfortunately, it's more than vaguely hearse-like in black (the only First Edition colour).
Inside is standard XF, with the obvious exception of the rear seats and the big open load area. With this First Edition's glass roof the cabin seems infinite. Either way it's big and comfortable, although fit and finish could be a bit tighter.
Practicality
Audi A68/10
Large rather than huge, the A6’s key dimensions are within mm of its key segment competitors like the 5 Series and E-Class, as well as the Jag XF and Lexus GS.
Room for the driver and front passenger is generous, with ample storage provided including dual (covered) cupholders in the centre console (also incorporating a 12-volt outlet and key holder slot), a decent glove box, and door bins allowing easy bottle storage.
The lidded storage box/armrest between the front seats is relatively shallow but includes a wireless Qi (chee) charging mat (for compatible devices), plus SIM and SD ports, as well as a pair of (Type-A) USB sockets.
The wheelbase has stretched 12mm in this new model, but Audi says it has eked out an extra 21mm of interior length, with 17 of those added to the rear section. And I’m able to sit behind the driver’s seat set for my 183cm position with heaps of head and legroom on offer. Three adults across the rear is definitely do-able for short to medium length trips.
In the rear, a fold-down centre armrest features a lidded storage tray and twin pop-out cupholders (the latter on S line models only). There are netted pockets here and the door bins are big enough for large drink bottles. There’s also climate control ventilation, USB ports, 12-volt power… the lot!
Boot capacity is around the average for the class at 530 litres, and the A6 swallows our three-piece hard suitcase set with masses of room to spare, as it does the jumbo size CarsGuide pram. In fact, it was able to take the largest case as well as the pram at the same time. Drop the 40/20/40 split-folding rear seat to liberate even more volume.
There are pop-up tie-down anchors at each corner of the boot floor, a netted storage cavity behind the passenger side wheel tub, a 12-volt outlet on the driver’s side, a handy fold down shopping bag hook, an elasticised net is included on the S lines, and a space-saver spare sits under the boot floor.
Towing capacity is the same across the range – 2.0 tonnes for a braked trailer, and 750kg unbraked. The spare is a space saver on all models, too.
Jaguar XF8/10
Front and rear passengers enjoy plenty of space. Storage includes a not-quite-big-enough-for-a-phone tray ahead of the rotary dial gear selector and a pair of cupholders. Those in the rear have plenty of space, except for the middle seat occupant who must straddle a stout transmission tunnel. The rear armrest holds a pair of cupholders and the doors have slim pockets.
The boot holds 565 litres with the seats in place and "up to" 1700 litres with the seats down - that latter figure does not feel like a VDA number.
Price and features
Audi A68/10
The A6 launches with three models, the 2.0-litre, four-cylinder turbo-petrol 45 TFSI at $95,500, before on-road costs, the more premium 45 TFSI S line at $105,200, and the top-shelf 3.0-litre turbo-petrol V6 55 TFSI S line at $116,000.
Included on the A6 45 TFSI are 19-inch alloy wheels, matrix LED headlights with LED DRLs, dynamic cornering lights, automatic-dynamic headlight range control and rear dynamic indicators (the Matrix beam detects and blanks out oncoming vehicles or vehicles in front, but continues to fully illuminate other areas), keyless entry and start including a sensor controlled (leg swish) boot release, electric heated sports seats for the driver and front passenger (including memories for the driver), ‘leather appointed’ seat upholstery, three-zone climate control air, a leather-trimmed steering wheel, ‘aluminium fragment’ interior inlays, ambient lighting, and aluminium front door sill trims.
Plus, ‘Audi Drive Select’ allows the selection of various driving modes, there’s Audi’s smartphone interface providing Apple CarPlay and Android Auto connectivity, ’Qi’ wireless charging, 10-speaker/180-watt audio driven by a six-channel amp and featuring digital radio, the 12.3-inch configurable ‘Audi Virtual Cockpit’ digital instrument cluster, 10.1-inch high-res colour media touchscreen, ‘Navigation Plus’ (with 3D map display including places of interest and city models), and a third 8.6-inch colour display for the climate control system (with handwriting recognition and a favourites list).
The recently introduced ‘myAudi’ app also allows you to connect to the car and access real-time info on everything from how much fuel’s in the tank, to maintenance milestones, and service warnings. You can remotely lock and unlock the car, plan journeys (at home) and send destinations and routes directly to the car.
Then the 45 and 55 TFSI S Line models add ‘Valcona’ leather trim (seat centre panels, seat side bolsters, head restraints and centre armrest, and door trim inserts in Alcantara faux suede), a flat-bottom leather-trimmed sports steering wheel, a head-up display (colour, with speed, nav and assistance info), illuminated front door sill trims, 20-inch alloy wheels, and electronically controlled adaption of the dampers.
Jaguar XF7/10
Over the years the XF has edged its way upmarket and is now playing with the Germans in the big luxury segment. And as is now customary for Jaguar, the Sportbrake is available in First Edition guise. First Editions are available for a model's first year of production and are usually based on the top-spec (in the Sportbrake's case, that's the 30d S) with a few extra bits and pieces to make things interesting.
While the 30d S retails for $123,450, the FE weighs in at $137,300. For that you'll waft out of the showroom with 19-inch alloys, dual-zone climate control, a huge panoramic glass roof with gesture-activated roof blind, around-view camera, front and rear parking sensors, 11-speaker Meridian-branded stereo with DAB, sat nav, head-up display, electric gesture-activated tailgate, keyless entry and start, rear air suspension, auto LED headlights, auto wipers, leather trim and a space-saver spare.
Jaguar Land Rover's 'InControl' media system is presented on a whopping 12.3-inch screen and, as ever, is steadily improving but goes without Apple CarPlay and Android Auto. The sound is, as you might expect, pretty good.
Our car had a few options fitted. 'Active Safety Pack' (see below), carbon-fibre trim ($3470), driver and passenger memory pack ($3210, including perforated leather trim), 20-inch wheels upgrade ($2790), cold-climate pack ($2540), illuminated metal treadplates ($2110), privacy glass ($950), 'InControl Protect' ($630), configurable interior lighting ($540), nets and rails ($390 and $320 respectively), extra power socket ($240) and 'InControl Apps' ($100). Most of it is cosmetic and/or unnecessary and took us to $158,950.
And there is still a plethora of boxes to tick.
Under the bonnet
Audi A69/10
The 45 TFSI is powered by a 2.0-litre turbo four, and the 55 TFSI by a 3.0-litre turbo V6, both featuring a mild-hybrid system recovering braking energy to enable coasting at higher speeds and in the latter case power the stop-start system.
The VW Group (EA888) engine used in the A6 45 TFSI is an iron block/alloy head single turbo unit featuring direct-injection and variable valve timing on the inlet side. It produces peak power of 180kW from 5000-6000rpm, and maximum torque of 370Nm from 1600-4500rpm.
The (EA839) engine used in the A6 55 TFSI is a 90-degree 3.0-litre, all-alloy, single (twin-scroll) turbo V6 featuring direct-injection, variable camshaft adjustment (intake and exhaust side) and variable valve timing on the inlet side. It produces 250kW from 5000-6400rpm, and 500Nm between 1370rpm and 4500rpm.
The 55’s 48-volt mild hybrid electrical system recovers regenerative braking energy to power the stop/start system and enable coasting (for up to 40 seconds) between 55-160km/h. It consists of a 10 Ah lithium-ion battery under the boot floor, a water-cooled belt alternator starter (BAS) mounted to the engine’s front end, with a V-belt connecting it to the crankshaft.
As is increasingly the norm with Vee engines from the ‘Big Three’ German brands this one has its single, twin-scroll turbo located in the V6’s ‘hot V’ to shorten gas paths from the exhaust to the turbo, and from the turbo into the inlet side for better throttle response (as in, minimal turbo lag).
Drive goes to all four wheels via the latest gen version of Audi’s quattro system and a seven-speed dual-clutch auto transmission.
Jaguar XF7/10
The First Edition ships with Jaguar's 3.0-litre twin-turbo diesel V6. Good for 221kW and a prodigious 700Nm, power heads to the rear wheels via an eight-speed ZF automatic.
With all that power and torque, the XF Sportbrake cracks 100km/h from rest in 6.6 seconds.
The air suspension means you can tow up to 2000kg with a braked trailer.
Efficiency
Audi A68/10
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle hovers all the way from 7.2L/100km for the 45 TFSI, to 7.3L/100km for the 45 TFSI S line, and back to 7.2L/100km for the 55 TFSI S line.
CO2 emissions sit in a similarly narrow band, the 45 TFSI producing 165g/km, the 45 TFSI S line 166g/km, and the 55 TFSI S line 164g/km.
Stop/start is standard on all models, minimum fuel requirement is 95 RON premium unleaded, and you’ll need 73 litres of it to fill the tank (on all models).
The local A6 launch drive program ran to the south of Adelaide in South Australia, with some freeway running followed by the twisting rural B-roads running through the McLaren Vale wine growing area. Spending most time in the 45 TFSI S line (because we’d previously driven the 55 TFSI S line) we saw a real-world average of 9.1L/100km, courtesy of the on-board computer.
In our previous review of the 55 TFSI, over five days of city, suburban and freeway running we recorded a figure of 8.8L/100km. Both numbers impressive for a close to 1.8-tonne luxury sedan.
Jaguar XF7/10
Jaguar claims a combined-cycle figure of 5.9L/100km. Our time with it was mostly shuttling around the suburbs with a couple of highway runs and we managed a respectable 8.3L/100km.
Driving
Audi A67/10
Audi claims the 45 will sprint from 0-100km/h in six seconds, and the 55 in just over five. So, quick, and very quick.
Both are super responsive in the mid-range with peak torque available from just 1600rpm in the 45 and less than 1400 in the 55.
As is increasingly the norm with Vee engines from the ‘Big Three’ German brands the 55 TFSI’s single, twin-scroll turbo is located in the V6’s ‘hot V’ to shorten gas paths from the exhaust to the turbo, and from the turbo into the inlet side.
The aim is to sharpen throttle response and deliver power in a smooth, linear flow. And with maximum torque available from so low down in the rev range, that’s exactly the way it feels.
Select Sport mode, squeeze the right-hand pedal, and the 55’s V6 delivers a firm, consistent shove in the back. The 45 is less urgent in terms of acceleration, but more than adequate for easy highway cruising and confident overtaking.
Both are quietly quick, thanks in part to low-noise acoustic glass and comprehensive use of sound absorption materials around the cabin, remaining composed and relatively subdued as speed rises.
The seven-speed dual-clutch delivers ultra-smooth shifts at around-town speeds and crisp, positive changes in manual mode.
In normal, suburban-style conditions the quattro system decouples the rear axle and sticks with front-wheel drive economy. If all-wheel drive is required, a tricky clutch instantly activates it, in certain situations predicatively.
On top of that, in aggressive cornering torque vectoring by braking (Audi calls it ‘Wheel-Selective Torque Control’) retards the near-side wheels before they slip.
Suspension is a five-link set-up front and rear, with much of the hardware made from aluminium to fine tune response and reduce unsprung weight.
Electronically controlled adaptive dampers are standard on the S line models, with the switch between dynamic and comfort settings swift and pronounced.
Rims are 19-inch on the 45 and 20s on the 45 S line and 55 S line, but all variants are comfortable. Never floaty or unwieldy, just refined and well damped.
The electromechanically assisted steering points accurately but the assistance is overdone and road feel isn’t one of the A6’s strongest suits.
Brakes are 375mm ventilated discs at the front, clamped by six-piston alloy calipers, with 350mm rotors at the rear. They inspire confidence, with progressive feel and more than enough to confidently arrest the 1.8-tonne A6's progress.
Jaguar XF7/10
There's no getting away from the size and heft of the Sportbrake. Where a four-cylinder sedan comes in under 1600kg - not bad for an almost five-metre-long car - up here at the top it's well over 1800kg. With big wheels and a long wheelbase it's not going to win any wards for manoeuvrability, with a big turning circle and a length that's challenging to shopping centre car parks.
The 3.0 V6 twin-turbo is a fantastic unit. It can be a bit noisy when cold but it's super smooth and with all that torque it crushes overtaking with little need for advanced planning. The Sportbrake wafts along, lazily turning over in traffic and keeping the vibe calm.
Despite those big wheels, the ride is excellent. Even when in Sport mode, it's a rare bump or surface that will cause drama. It's very comfortable and very quiet, almost to the level of the XJ limo.
If you do fancy a bit of amusement, the V6 and well-sorted chassis are ready to play. In reality, Sport mode is where both myself and my wife left the car the whole time we had it. Both of us found the steering a little too light and preferred the more lively throttle response. The XF features torque vectoring using the brakes and coupled with a well-judged stability and traction control system, it delivers a good impression of a sporty sedan.
But the XF is best when you keep it relaxed. Both in town and in the cruise, it's a lovely, quiet place to be and a relaxing, undemanding drive.
Only a couple of things were annoying - the light steering we've already covered. The heated windscreen was more reflection-prone so the head-up display could be hard to see in some lighting conditions. And sometimes it beeped for no apparent reason, which I eventually traced to the blind-spot warning.
Safety
Audi A610/10
Safety is literally five star, the A6 scoring ANCAP’s maximum rating when the car was tested in 2018, and active and passive tech is amazing.
The usual active safety suspects are all present and accounted for, namely ESC (with electronic wheel-selective torque control), ABS, ASR, EDL and ‘Brake Assist’.
But from there the list of standard tech reads like a who’s who of recent innovations, including ‘Adaptive Drive Assist’ (adaptive cruise control with ‘Stop&Go’, distance indicator, traffic jam assist and lane guidance assist), AEB (5.0km/h to 85km/h for pedestrians and cyclists, and up to 250 km/h for vehicles), ‘Collision Avoidance Assist’ (additional steering torque in critical evasive situations), rear cross traffic alert, blind spot warning, and lane departure warning.
The 360-degree camera set-up includes a kerb view function, with four wide-angle cameras covering the entire area immediately around the vehicle for improved visibility during low speed maneuveres.
There’s also an exit warning system (detects vehicles and cyclists when opening doors, triggering a warning light and delaying door opening), ‘Attention Assist’, tyre pressure monitoring, ‘Audi Parking System Plus’ (front and rear with visual display), and ‘Intersection Crossing Assist’.
That last one operates at speeds up to 30km/h, monitoring the area in front and at the side of the car, detecting “oncoming objects” at junctions and exit roads. If the situation is critical the system triggers a visual and acoustic warning as well as a quick jolt on the brakes (at speeds up to 10km/h).
But it’s not over yet, with auto headlights, rain-sensing wipers and ‘Turn Assist’ included. Turn Assist monitors oncoming traffic when you’re turning right at speeds up to 10km/h and applies the brakes if necessary.
If all those measures aren’t enough to avoid an impact passive safety leads off with front airbags for driver and passenger, side airbags for front and rear side passengers, plus curtain airbags covering both rows.
Also included is ‘Audi Pre-Sense Rear’ (tensioning of front seat belts, closing of windows and sunroof and flashing hazards on detection of an impending rear collision), the standard active bonnet helps to minimise pedestrian impact injuries and there’s a first-aid kit as well as a warning triangle and high-vis vests in the boot.
No surprise the new A6 scored a maximum five-star ANCAP rating, the assessment done in 2018 and the score applicable from August 2019 onwards.
Jaguar XF8/10
The XF comes with six airbags, ABS, stability and traction controls, forward AEB, reversing camera, lane-departure warning, and tyre-pressure monitoring.
For child seats you've a choice of three top-tether anchors or two ISOFIX points.
Our car had the $4360 Active Safety Pack, which adds blind-spot monitoring, reverse cross traffic alert, lane-keep assist, adaptive cruise and driver-attention detection. If you were to ask me, this little lot should be standard at this level.
Despite that, the XF scored a maximum five ANCAP stars following assessment in 2015.
Ownership
Audi A67/10
Audi covers the A6 with a three year/unlimited km warranty, which is in line with BMW and Merc, but lags the mainstream market where five years/unlimited km is the norm, with Kia and SsangYong at seven years.
That said, body cover runs to three years for paint defects and 12 years for corrosion (perforation).
Recommended service interval is 12 months/15,000km, and ‘Audi Genuine Care Service Plans’ offer capped price servicing options over three and five years.
Jaguar XF7/10
Jaguars are offered with a three-year/100,000km warranty with a matching roadside-assist package. You can purchase a five-year/130,000km service plan for an oddly reasonable $2200. Even more reasonable are the service intervals - 12 months or 26,000km (!).