Whereas BMW offers the current gas-powered 5-series in four-cylinder 530i, six-cylinder 540i, and plug-in hybrid 550e guises, Audi relies on just one powertrain setup for its latest A6: a 362-hp turbocharged 3.0-liter V-6 that mates to a seven-speed dual-clutch automatic to power all four wheels. This makes the 540i, with 375 horsepower and standard all-wheel drive, the best counterpoint to the A6.
Marc Urbano|Car and DriverWith a base price of $69,150, the 540i runs $3755 dearer than the $65,395 entry-level A6. Neither one of these Germans arrived free of frills, though. Our Alpine White Bimmer sported an as-tested figure of $81,300. Its $12,150 worth of extras included $6300 toward luxury and convenience items such as a Level 2 driving-assist system, heated front and rear outboard seats, a heated steering wheel, and a panoramic glass roof. The remaining $5850 mostly went toward appearance items, such as 21-inch wheels and M Sport interior decor and exterior styling. The latter bit brought along M Sport suspension tuning and upgraded brakes.
Despite its lower starting point, the as-tested price of the Audi came in $3670 higher than the BMW's at $84,970. There was an $8100 bump for the flagship Prestige trim, with niceties including Level 2 driving assist, a head-up display, a heated steering wheel, and an air suspension system. The remaining $11,475 worth of options ran the gamut from a $300 illuminated Audi badge to $595 in paint to $800 for 20-inch wheels to $9400 for the largely decor- and trim-focused Exclusive Design package.
Interior and Exterior
We're going to level with you. Neither the exterior nor the interior designs of the A6 and 540i have the curb appeal of $60,000–$70,000 vehicles (let alone ones coming in at north of $80,000).
Though it's all-new for 2026, the Audi A6 looks like a revised version of its predecessor. Don't worry if you're struggling to remember what the prior A6 looked like. We barely could ourselves.
The design of the A6 itself is hardly offensive, but it is forgettable. Certainly, our test car's Firmament Blue Metallic hue did it no favors, as the dark color effectively hid the small styling details and surface elements that add a modicum of distinction to the design, such as the rear haunches that flare out like the ears of an angry elephant. The head-on and side profiles of the sixth-generation A6 may fail to turn heads, but the view of its rear at a three-quarter angle is as indelible as the chorus to "Baby Got Back."
The exterior of the 540i takes a markedly different approach, and its striking design left a more memorable impression—albeit largely for the wrong reasons. Disjointed styling and the arbitrary nature of our 540i's M Sport exterior kit gave it the aesthetics of a product purchased from a Canal Street vendor. The BMW badge is there, as is the lengthy dash-to-axle ratio and athletic profile, but the details seem random.
Both cars' cabins are screen-heavy and needlessly busy. In the case of the Audi, there's a trio of screens: an 11.9-inch digital cluster, a 14.5-inch infotainment display, and a 10.9-inch passenger screen, the latter of which came as part of the Prestige package. Liberal use of piano black trim, as well as the comically oversized housing for the gauge and infotainment displays, cheapen the look of the A6's interior.
Marc Urbano|Car and DriverThe BMW's insides are nothing to write home about either. A narrow bit of backlit plastic spans the width of the dash and complements a tacked-on display housing that hosts a 12.3-inch digital cluster and 14.9-inch infotainment screen. Our test car also sported oak wood trim (that was so dark and glossy it almost looked like piano black plastic) and kitschy glass controls for the infotainment scrollers.
2026 Audi A6
HIGHS: Plush ride, spirited dynamics, intuitive infotainment.
LOWS: Chintzy-looking interior, dull exterior design, somewhat unpolished powertrain.
VERDICT: Like a Heath bar, the A6 is an absolute treat if you can get past its boring wrapper.
Voice functionality aside, the infotainment system of the A6 is a touchscreen-only affair. While we wish Audi included redundant tactile controls for features like the climate control, we found the operating experience straightforward and intuitive.
The 540i, on the other hand, allows users to interact with its system via either the touchscreen or a physical console-mounted controller. BMW's method seems superior, but the system's overwhelming array of submenus and counterintuitive placement of functions (such as adjusting following distance for the adaptive cruise control, which BMW buries in a menu that's accessible solely through the central screen) make operating all but the most basic functions a chore, no matter the operative method.
Marc Urbano|Car and DriverThe stiff and lumpy cushioning of the 540i's front seats won no friends for the BMW. We had no complaints about the A6's heated, ventilated, and massaging power-adjustable sport seats that came as part of the pricey Exclusive Design package. The supportive and well-bolstered buckets were equally adept at keeping us comfortable on long highway slogs and back-road sprints.
There's no loser when it comes to those seated in the back seats of either of these sedans. Rear passengers in the outboard positions have plenty of stretch-out space. Predictably, things are less comfortable with three on board, but even then, there's enough shoulder and hip room to make this arrangement reasonably tolerable in either car.
Powertrain and Performance
While the design and interior of the 540i have their flaws, its powertrain is damn near impeccable. The turbocharged inline-six is an absolute powerhouse that rides an immediate wave of torque. Credit the 48-volt motor-generator, which smooths the stop-start system and fills in for any lag from the twin-scroll turbo by assisting the engine at lower revs.
If the engine and motor are the Eric Clapton of this supergroup, then the eight-speed transmission and all-wheel-drive system are the Ginger Baker and Jack Bruce. The gearbox operates with a clairvoyant connection to the right pedal, always serving up the right gear at the right moment, while all-wheel-drive system deftly apportions power to make the most of the available grip.
2026 BMW 540i
HIGHS: Near-perfect powertrain, multiple infotainment operation options, idles as quietly as an EV.
LOWS: Steering fit for an arcade game, uncomfortable seats, ergonomic gripes.
VERDICT: A jack of few trades, but a master of one.
In contrast, the grainier V-6 of the Audi suffers from a small bout of turbo lag at less than 1500 rpm or so. The dual-clutch transmission also lacks the polish of the BMW's ZF-sourced gearbox. It's hesitant to react quickly to throttle inputs in its default setting and is affected by clutch-shudder in low-speed stop-and-go traffic. We found putting the seven-speed in its Sport setting significantly improved responsiveness. Unfortunately, it came at the expense of delayed upshifts, a welcome characteristic in more dynamic settings, but not in typical day-to-day driving.
Still, the A6 is quick by any definition. We clocked a 4.3-second sprint to 60 mph and a 12.9-second run through the quarter. The 118-pound lighter BMW did even better, hitting each respective mark in 4.1 and 12.7 seconds.
Stopping and skidpad performance favored the 540i too. Fit with a set of Continental EcoContact 6Q summer rubber, the BMW came to a stop from 70 mph after 153 feet and gripped the skidpad at 0.89 g. The Audi, shod in less grippy Bridgestone Turanza LS100 RFT all-season tires, needed a far lengthier 171 feet to come to a halt from 70 mph. Still, the tires afforded the A6 a competitive 0.87 g turn on the skidpad.
Both cars handily beat their EPA-estimated highway ratings on our 75-mph highway fuel-economy test. The Audi's 38 mpg came in 9 mpg above the government's estimate, while the BMW's 37 mpg topped its EPA figure by 5 mpg.
Driving Experience
The 540i may have edged out the A6 at the test track, but from behind the wheel, Munich's mid-sizer felt numb, regardless of its performance numbers. Between its disconnected steering, overboosted brake pedal, and muted chassis, the 540i was as uncommunicative as a married couple on the cusp of divorce.
Despite the firmer suspension tune and upsized wheels, the ride quality of the 540i remained composed enough to stave off any notable impact harshness or floatiness. Still, the 540i's coil springs felt second-rate relative to the A6's air-spring setup. At the tap of a button, the Audi's ride could go from the cloud-like cushiness of Comfort mode to the firm-but-forgiving quality of Dynamic mode.
Along with dropping the body by 0.4 inch, Dynamic mode also adds unnecessary effort to the typically delightfully light steering. The additional weighting does such a disservice to the A6's behind-the-wheel engagement that we avoided Dynamic mode entirely in more engaging driving environments.
Rather, we opted to configure the Individual mode function to take advantage of Dynamic mode's suspension settings without sacrificing the linear weighting and tactile feedback that come through the wheel in Comfort mode. Regardless of mode, the A6 impressed with its firm and predictable brake pedal feel and progressive brake-based torque vectoring.
Marc Urbano|Car and DriverAnd the Winner Is . . .
Back in 2017, the A6 topped the 540i by just one point. This time around, Audi managed to widen that gap to 12 points.
The BMW 540i emerged from this battle sporting the better powertrain, but otherwise, it generally fell short of the Audi A6. It is some powertrain, though, and buyers looking to live their life a quarter-mile at a time in the lap of luxury can do worse.
Yet, the A6 proves itself the better executive car. Forgettable design and chintzy-looking interior aside, the Audi A6 represents the definition of a great executive sedan in its ability to combine passenger and ride comfort with sufficient straight-line speed, engaging driving dynamics, sound ergonomics, and intuitive interfaces. This time the A6 is not just a little better than the 540i; it's a lot better.
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Specifications
Specifications
2026 Audi A6 Quattro
Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $65,395/$84,970
ENGINE
turbocharged and intercooled DOHC 24-valve V-6, aluminum block and head, direct fuel injection
Displacement: 183 in3, 2995 cm3
Power: 362 hp @ 6300 rpm
Torque: 406 lb-ft @ 1700 rpm
TRANSMISSION
7-speed dual-clutch automatic
CHASSIS
Suspension, F/R: multilink/multilink
Brakes, F/R: 14.2-in vented disc/13.8-in vented disc
Tires: Bridgestone Turanza LS100 RFT
255/40R-20 101H M+S RE0
DIMENSIONS
Wheelbase: 115.1
Length: 196.8
Width: 73.8
Height: 56.6
Passenger Volume, F/R: 55/45 ft3
Trunk Volume: 14 ft3
Curb Weight: 4434 lb
C/D TEST RESULTS
60 mph: 4.3 sec
100 mph: 10.9 sec
1/4-Mile: 12.9 sec @ 108 mph
130 mph: 20.0 sec
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 5.3 sec
Top Gear, 30–50 mph: 2.7 sec
Top Gear, 50–70 mph: 3.3 sec
Top Speed (gov ltd): 132 mph
Braking, 70–0 mph: 171 ft
Braking, 100–0 mph: 348 ft
Roadholding, 300-ft Skidpad: 0.87 g
Interior Sound
Idle: 38 dBA/3 sone
Full Throttle: 71 dBA
70-mph Cruising: 67 dBA/20 sone
C/D FUEL ECONOMY
Observed: 24 mpg
75-mph Highway Driving: 38 mpg
75-mph Highway Range: 730 mi
EPA FUEL ECONOMY
Combined/City/Highway: 23/20/29 mpg
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2026 BMW 540i xDrive
Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE
Base/As Tested: $69,150/$81,300
ENGINE
turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injection
Displacement: 183 in3, 2998 cm3
Power: 375 hp @ 6250 rpm
Torque: 398 lb-ft @ 1850 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: multilink/multilink
Brakes, F/R: 14.7-in vented disc/13.6-in vented disc
Tires: Continental EcoContact 6Q
F: 245/35R-21 96Y ★MO
R: 275/30R-21 98Y ★MO
DIMENSIONS
Wheelbase: 117.9
Length: 199.2
Width: 74.8
Height: 59.6
Passenger Volume, F/R: 55/46 ft3
Trunk Volume: 18 ft3
Curb Weight: 4316 lb
C/D TEST RESULTS
60 mph: 4.1 sec
100 mph: 10.5 sec
1/4-Mile: 12.7 sec @ 110 mph
130 mph: 18.9 sec
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 4.9 sec
Top Gear, 30–50 mph: 2.7 sec
Top Gear, 50–70 mph: 3.3 sec
Top Speed (gov ltd): 152 mph
Braking, 70–0 mph: 153 ft
Braking, 100–0 mph: 314 ft
Roadholding, 300-ft Skidpad: 0.89 g
Interior Sound
Idle: 35 dBA/2 sone
Full Throttle: 75 dBA
70-mph Cruising: 68 dBA/22 sone
C/D FUEL ECONOMY
Observed: 26 mpg
75-mph Highway Driving: 37 mpg
75-mph Highway Range: 580 mi
EPA FUEL ECONOMY
Combined/City/Highway: 28/26/32 mpg
Despite their shared last name, Greg Fink is not related to Ed "Big Daddy" Roth's infamous Rat Fink. Both Finks, however, are known for their love of cars, car culture, and—strangely—monogrammed one-piece bathing suits. Greg's career in the media industry goes back more than a decade. His previous experience includes stints as an editor at publications such as U.S. News & World Report, The Huffington Post, Motor1.com, and MotorTrend.
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