Audi A6 vs BMW 320d

What's the difference?

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.

Despite BMW's wholehearted embrace of the SUV its 3 Series is still a critically important model for the brand in Australia. And this new version certainly has the spec and tech to take the fight up to Merc's C-Class. And if you're in the happy position of making that choice, it's now a whole lot harder. For our money the 330i marks the sweet spot with extra performance, safety tech and standard features for only a fraction more than $3k over the 320d entry-point.

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.

At just over 4.7m nose-to-tail the new 3 Series has crept 76mm in overall length but that dimension is still more than 200mm shy of its next-size-up 5 Series sibling.

Changes to the exterior design are more evolutionary than revolutionary. You're never going to mistake this car for anything other than a BMW 3 Series.

But even if the face is familiar, aerodynamic efficiency is outstanding. BMW admits its claimed Cd of 0.23 was achieved with a base model running on 17-inch wheels (not offered here), but even if bigger rims knock a few fractions off that number it's still an amazing result for a conventional four door sedan.

Big contributors are a full width front spoiler, 'air curtains' managing flow around each corner of the nose, almost complete sealing of the largest areas underneath the car, and a functional rear diffuser section.

The signature kidney grille has grown and is delivered as a single piece, with active shutters incorporated to manage cooling air flow through to the engine. Twin adaptive LED headlights (standard on all models) feature a sharp notch on their lower edge, a big clue for new model spotters.

Broad, carefully managed surfaces characterise the bonnet and flanks of the car, with a distinct character line just above door handle height enhancing its confident stance.

The slightly smoked L-shaped LED tail-lights sit proud of the body, and 18-inch alloys are standard on the 320d, stepping up to 19s on the 330i.

The interior has been redesigned with revised controls and new materials, including slick 'aluminium teragon' finish on the console and dash in the M Sport.

As you can see in our interior images, it's been tidied up and simplified considerably, although it will still be instantly recognised by current BMW drivers.

Highlights are a 12.3-inch configurable digital 'Live Cockpit Professional' instrument display (lifted directly from the X5), a new 10.25-inch media touchscreen and a standard (larger) head-up display.

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. 

A longer wheelbase (+41mm) has helped increase overall cabin space and rear room specifically.

There's plenty of storage provided with a large lidded box between the front seats as well as two large size cupholders in a recessed section in front of the gear shift (which can be closed off with a roll-top style cover).

The glove box is large and there are big bins in the doors with separate holders for full-size bottles.

Rear legroom is generous. At 183cm, sitting behind my own driving position, there was plenty of fresh air between knees and seatback, with lots of foot room to boot.

Headroom was more marginal with a straight back leading to a bonce/roof interface. But there are adjustable rear vents, twin cupholders in a fold-down centre armrest, and big bottle holders in the doors. Multiple USB ports (Type A and Type C) and a 12-volt power outlet are provided front and rear.

The boot space offers up a 480-litre luggage capacity with a 40/20/40 split-folding rear seat increasing cargo flexibility. Local towing capacity is yet to be confirmed, but indicative (European) ratings for both models are 750kg for an unbraked trailer and 1600kg braked.

Standard rubber is run-flat so there's no spare of any description.

Pricing for the two-model launch line-up starts at just under $67,900 before on-road costs for the 320d, rising to $70,990 for the 330i.

That means it remains head-to-head with comparable Merc C-Class models, and other premium mid-size competitors like the Audi A4, Jaguar XE and Lexus IS.

Given many previous Australia-bound 3 Series models have been built in South Africa it's fair to ask where is the BMW 3 Series built, and the answer this time around is Germany.

And the standard features list is long, including 'Adaptive LED headlights' (with 'High-Beam Assistant'), LED fog lights and tail-lights, electrically adjustable and heated exterior mirrors (with electric fold-in function), rain-sensing wipers, three-zone climate control, electrically-adjustable sports front seats (with memory function for driver and front passenger), wireless smartphone charging, 'Aluminium Tetragon' interior trim finishers, 12.3-inch 'BMW Live Cockpit Professional' digital instrument display, 'Navigation System Professional' with 10.25-inch digital touchscreen display also managing a 10-speaker, 205-watt sound system, including a 20GB hard drive and DAB+ digital radio. Apple CarPlay is included.

Also included are 'BMW TeleServices' taking in 'ConnectedDrive'(free use of vehicle apps via 'BMW Online'), real-time traffic info and 'Concierge Services'. The 'BMW Intelligent Personal Assistant' responds to a "Hey BMW' voice command with a range of hands-free functions like nav, calls and texts. We had mixed success in challenging this friendly PA.

The default M Sport trim includes 18-inch 'M Double-spoke' light alloy wheels, BMW Individual high-gloss 'Shadow Line' black treatment on the window frame and air breather surround, the 'M Aerodynamics package' (aero front and rear bumper trims, and side sills), Alcantara/Sensatec (vinyl) upholstery (black with contrast blue stitching), Anthracite BMW Individual headliner, and an M leather steering wheel (with multifunction buttons).

The no-cost 'Luxury Line' treatment swaps in 'Vernasca' leather seats, ash grey-brown interior wood trim, a sport leather steering wheel, the instrument panel trimmed in Sensatec and standard level sport seats for the driver and front passenger.

Step up to the 330i and you can add 19-inch alloys, 'Vernasca' leather upholstery, 'Comfort Access' (keyless entry to all doors), adaptive suspension, M Sport brakes, 'Driving Assistant Professional' (active cruise control with 'Stop&Go' function, front and rear cross-traffic warning, steering and lane control assist, lane keeping assistant with side collision warning, crossroads warning and 'Evasion Aid'), and 'Parking Assistant Plus' ('Parking Assistant' with 'Active Park Distance Control' rear, 'Reversing Assistant', 'Surround View', 'Panorama View', and '3D View').

In terms of colours, 'Alpine White' and black are no-cost, wihle metallic shades - 'Black Saphire', 'Melbourne Red', 'Glacier Silver', 'Mineral White', 'Mineral Grey', 'Mediterranean Blue', 'Sunset Orange', 'Velmont Bronze' (brown), and 'Portimao Blue' add $2000 (rrp). And the 'BMW Individual' metallic shade of 'Dravit Grey' adds $2350. 

Lots and lots of fruit without any change to the price. Clearly BMW is determined to bring the 3 Series back to prominence.

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. 

The 320d is powered by a 2.0-litre four-cylinder twin-turbo-diesel, featuring common-rail direct-injection and variable inlet timing. It produces 140kW at 4000rpm and 400Nm between 1750-2500rpm.

The turbo's multi-stage design incorporates a small, high-pressure, fixed-vane turbocharger as well as a larger, low-pressure, variable-vane turbo to maximise response, performance and efficiency.

A 2.0-litre single turbo-petrol four-cylinder engine sits under the 330i's bonnet incorporating direct-injection, as well as variable valve and cam timing. Peak outputs are 190kW from 5000-6500rpm and 400Nm between 1550-4400rpm.

Mark the date because this is the first time the BMW 3 Series has been offered in Australia without a manual gearbox option. Both launch models send drive to the rear wheels via an eight-speed automatic (with wheel-mounted shift paddles) only.

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.

Despite each car's performance potential claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is commendably low.

BMW says the 320d delivers excellent diesel fuel economy, consuming a miserly 4.5L/100km, emitting 119g/km of CO2 in the process, with the 330i's fuel consumption figure coming in at 6.4L/100km and 147g/km.

You'll need minimum 95 RON premium unleaded in the 330i, with both petrol and diesel requiring 59 litres to fill the tank to full capacity.

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. 

First, the performance figures. BMW claims the 320d will accelerate from 0-100km/h in 6.8sec, which is agreeably quick, while the 330i knocks that down to 5.8sec, which is properly fast.

Both engines deliver the same 400Nm of maximum torque at low rpm; 1750-2500rpm for the 320d, and a broader 1550-4400rpm spread for the 330i. Mid-range acceleration is strong and satisfyingly linear in each, the 330i that bit more urgent at the top end.

The eight-speed auto is velvety smooth, with the wheel-mounted shift paddles on hand for rapid 'manual' changes. Engine noise is muted at low revs but nice and rorty under pressure.

A stated aim in the development of this 3 Series was "dynamic engagement", and the standard strut front, multi-link rear suspension has been tuned to reinforce the driving part of the brand's long-standing 'ultimate driving machine' promise.

The standard suspension includes tricky two-stage dampers front and rear, but with all cars at the local launch fitted with the optional active damper system we'll have to wait to report on its quality (or otherwise).

This car's centre-of-gravity is 10mm lower than the model it replaces, which may not sound like much, but in engineering terms, absolutely is. In concert with a perfect 50:50 front-to-rear weight distribution, and wider tracks front and rear, it helps deliver an overall planted feel and predictable cornering balance.

The electro-mechanically assisted steering is accurate and linear with good road feel, which is not always the case in recent Beamers.

The launch fleet was also rolling on 19-inch rims (standard on 330i, optional on 320d) shod with Bridgestone Turanza run-flat rubber (225/40f - 255/35r) and despite that type of tyre's reputation for harsh characteristics and a moderate level of road noise, ride comfort on the typically coarse rural roads we covered in the Victorian high country was impressive.

Braking on both models is by ventilated disc front and rear, and even in spirited cornering maintained their power and efficiency. The M Sport brake package fitted to the 330i dials things up with four-piston alloy calipers (sourced from Brembo) up front.

The standard sports steering wheel is fat and grippy, the sports front seats combine firm location with long-distance comfort and overall noise levels are low. Overall, this is a super-impressive touring car.

The new 3's active safety package is exactly where it needs to be, with all the 'cost-of-entry' items like ASC, DSC, ABS, 'Braking Assist', and traction control included. But additional tech includes everything from all-speed AEB, 'Lane Departure Warning', 'Lane Change Warning', head-up display and 'Front Collision Warning' (with brake intervention), to 'Cornering Brake Control', 'Rear Cross-Traffic Warning', 'Rear Collision Prevention', 'Speed Limit Information', 'Parking Assist' (with 'Reversing Assistant') and 'Dynamic Braking Lights'.

Step up to the 330i and you can add 'Steering and Lane Control Assist', 'Emergency Stop Assistant', 'Auto Speed Limit Assist', 'Lane Keeping Assist', 'Front Cross-Traffic Warning', 'Evasion Aid', 'Crossroads Warning' (with 'City Braking' function), 'Wrong Way Warning', as well as 'Parking Assistant Plus' (with 'Surround View Camera' and 'Remote 3D View').

On the passive side, the airbag count runs to eight (front and side airbags for driver and front passenger, and head airbags for all four outer seats). 'Intelligent Emergency Call' is also included.

There three top tether anchors for child seats/baby restraints across the back seat, with ISOFIX anchors on the two outer positions.

This seventh-generation 3 Series is yet to be assessed by ANCAP or EuroNCAP, but it's a safe bet it will pick up a maximum five-star safety rating.  

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.

BMW offers a three year/unlimited km warranty, which is drifting off the pace now with the majority of mainstream brands stepping up to five-year cover, with some at seven.

On the upside, bodywork is covered for 12 years, the paint for three, and 24-hour roadside assistance is complimentary for three years.

Servicing is condition based, so the car tells you when maintenance is required, and BMW offers a range of service packages in 'Basic' and 'Plus' grades up to 10 years/200,000km.