2017 Audi A6 3.0T Competition vs. BMW 540i, Cadillac CTS V-Sport, Jaguar XF S AWD, Mercedes-AMG E43 4MATIC

From the May 2017 issue

Sport-utilities have been eating into the premium-mid-size-sedan market share for years, but even though these sedans are outsold by their SUV counterparts two to one, the upscale three-box isn’t dead just yet. It still accounts for nearly 190,000 annual sales in the U.S. and the players are almost too numerous to compare. Almost.

So, before the four-door sedan goes the way of the sedan chair, we thought we’d investigate the proliferation of turbocharged and supercharged six-cylinders in the premium-mid-size-sedan segment. Much sportier than an SUV, these cars ideally blend ­luxury vibes and sporting driving dynamics into a perfect daily driver. Winning this test comes down to how well a car balances each side of that ledger.

Eight candidates met our initial criteria, though we decided that Lincoln’s new ­Continental is more of a luxury car than a sports sedan. The Genesis G80 Sport, a G80 with the larger G90’s 365-hp twin-turbocharged V-6, would likely have played well here, but it doesn’t go on sale for a few more months. Of the six that remained, there are only five in this test: We asked for a Maserati Ghibli at the eleventh hour, and the only one available (a loaded S Q4 touching $100,000) was deemed too expensive.

Of the five competitors, one of the newest is the 396-hp ­Mercedes-AMG E43 4MATIC. Based on the new E-class, the E43 occupies the divide between the 241-hp turbocharged four-cylinder of the E300 and the 603-hp twin-turbocharged V-8 in the E63 S. An E43 begins at $73,325, but our test car tallied up a test-high tab of $91,175. Of that total, we could easily have eliminated $7830 by forgoing the optional Cardinal Red paint, metallic in­teri­or trim, blacked-out exterior trim, ventilated front seats, AMG steering wheel, and the Burmester stereo. None of these extras increases the E43’s inherent appeal, and none of them alters the driving experience.

The Jaguar XF's body contours flow as gracefully as the car itself along twisty roads. We wish its V-6 and interior fittings were as refined.

The hard saddles up front seem overly firm at first, but after a few minutes they yield and support. Even in two-tone Light Oyster and Jet Black, though, Jaguar’s choice of hide isn’t particularly soft or rich-looking. The same can be said of the rest of the interior. The materials aren’t commensurate with the nearly $80,000 price, and then there’s the visible bit of foam between the windshield and the instrument panel that cannot be unseen once you see it. Speaking of seeing things, the fuzzy digits on the head-up display look as if they’re being projected through a glass of bourbon.

We never really warmed up to the supercharged V-6. It idles with a slight shake, and, although it only puts out a moderate 74 decibels at full chat, the Jag lacks the snarl of the other V-6s or the polish of the BMW inline-six. No complaints about power, although the XF’s zero-to-60-mph time of 5.0 seconds only outpaced that of the Audi.

The Jaguar finished six points behind the BMW, but the two cars couldn’t be more different. Combining the strengths of both would likely create a comparison-­test-winning sports sedan.

Above all else, BMW remains an engine company. It’s right there in the name. If someone told us there was a V-12 under the hood of the 540i, we’d be inclined to believe it. In this group, the BMW inline-six distinguishes itself with an uncanny smoothness and refinement that escapes the V-6s. There’s almost no perceptible difference in vibration between idle and 6000 rpm. We’d go so far as to call it electric-like, considering that its 68-decibel purr at maximum acceleration is the same number recorded in a Tesla Model S.

On paper, the engine may be the least powerful of the group, but the eight-speed-­automatic 540i took third in the zero-to-60 run with a time of 4.7 seconds while returning this test’s best fuel economy at 22 mpg.

This generation of A6 is nearing the end of its life, but it remains a comfortable, attractive, reasonably priced luxury sedan that's plenty fun to drive.

Now five years old, the A6’s interior is no longer the benchmark in the class. Age spots, such as the tacked-on head-up-­display projector, are noticeable, but the rest of the interior is maturing gracefully and it all works and feels right.

Light steering effort makes chasing down the others easy in the A6; simply point the nose and pin the throttle. At the skidpad, the Audi posted 0.93 g, matching the Cadillac for the best in the test. Fortunately, adding the Competition package doesn’t negatively affect the ride, either. The A6 has just the right amount of compliance to straddle the narrow band between luxury and sportiness.

Brimming with quiet competence, the Audi didn’t draw effusive praise, but we also didn’t find much to complain about. That’s a recipe for a midpack finish.

If the BMW could swap out its roundel for a flying lady, the Cadillac could definitely trade the wreathless crest for a Lotus badge. Not only is the 4025-pound CTS the lightest in the group, it also earned top marks in the chassis and fun-to-drive cat­egories. Associate online editor Joseph Capparella called it “the only car here that fully comes alive in your hands.”

Capparella is right. More so than the others, the Cadillac delivers a clear picture of what’s happening at the tires through the steering and the cement buckets that are the Recaro seats. Next to the Audi, the BMW, and the Mercedes, with their digitized demeanors, you enjoy a deep vinyl groove in the Cadillac.

The E43 is a perfect balance of sportiness and luxury. You could drop $8000 of our test car's option load and not feel as if you're missing a thing.

Silence is golden, but the Mercedes is a winner because its moves nearly match the Cadillac’s. Answering your right foot in sport mode, the twin-turbo V-6 fills the cabin with as warm a 76 decibels as you’ll hear in this class. Even next to the supercharged engines from Audi and Jaguar, the Mercedes 3.0-liter feels responsive and free of any turbo lag. Thanks in part to standard all-wheel drive, the Mercedes launches hard and posts a best-in-test 4.2-second run to 60.

AMG seems to equate heavy steering with sportiness, and the E43’s takes a bit more muscle than the others, but it’s also accurate and forthcoming with feedback. We’d like to see what an E43 would be like on the standard 19-inch wheels. On the optional 20-inchers, occasional impacts make it through; a taller sidewall might have damped them. Shod with the latest-­generation Pirelli P Zeros, the Mercedes put up a solid 0.92 g on the skidpad, just behind the Audi and the Cadillac.

Even when not using the massaging function—part of the comprehensive $7300 Premium 3 package—the E43’s seats were deemed the most comfortable and the best at holding you in place during aggressive cornering. As with the BMW, Cadillac, and Jaguar, the Mercedes features digital gauges. And although we’d like its screens to be better integrated into the instrument panel, it has the clearest and best graphics of the bunch. Robinson, who is not known for being merciful, wrote, “If Mercedes has been guilty of cheaping out in the past, all is forgiven with this car.”

A clear winner despite its lofty as-tested price, the E43 nails both the sport and luxury sides of the equation. It’s almost binary in this respect: completely docile when ­hustled down a freeway, and eager, aggressive, and steadfast in corners. The E43 is a truly modern machine, a thoroughly 21st-century sedan in a group that still has a few toes stuck in the past.

2017 Audi A6 3.0T Competition2017 BMW 540i2017 Cadillac CTS V-Sport2017 Jaguar XF S AWD2017 Mercedes-AMG E43 4MATICVehiclePrice As Tested$72,175$82,610$75,885$77,535$91,175Base Price$68,550$57,445$61,690$67,195$73,325DimensionsLength194.2 in194.6 in195.5 in195.0 in194.6 inWidth73.8 in73.5 in72.2 in74.0 in73.2 inHeight57.8 in58.2 in57.2 in57.4 in57.0 inWheelbase114.6 in117.1 in114.6 in116.5 in115.7 inFront Track64.1 in63.0 in61.4 in63.2 in64.1 inRear Track63.7 in63.9 in61.7 in62.8 in62.9 inInterior VolumeF: 51 cu ft
R: 46 cu ftF: 55 cu ft
R: 44 cu ftF: 55 cu ft
R: 42 cu ftF: 55 cu ft
R: 45 cu ftF: 52 cu ft
R: 46 cu ftTrunk14 cu ft19 cu ft14 cu ft19 cu ft13 cu ftPowertrainEnginesupercharged DOHC 24-valve V-6
183 cu in (2995 cc)turbocharged DOHC 24-valve inline-6
183 cu in (2998 cc)twin-turbocharged DOHC 24-valve V-6
217 cu in (3564 cc)supercharged DOHC 24-valve V-6
183 cu in (2995 cc)twin-turbocharged DOHC 24-valve V-6
183 cu in (2996 cc)Power HP @ RPM340 @ 6500335 @ 6500420 @ 5750380 @ 6500396 @ 6100Torque LB-FT @ RPM325 @ 2900332 @ 1380430 @ 3500332 @ 4500384 @ 2500Redline / Fuel Cutoff6250/6250 rpm7000/7000 rpm6500/6500 rpm6800/6800 rpm6250/6350 rpmLB Per HP12.512.29.611.210.8DrivelineTransmission8-speed automatic8-speed automatic8-speed automatic8-speed automatic9-speed automaticDriven WheelsallrearrearallallGear Ratio:1/
MPH Per 1000 RPM/
Max MPH1 4.71/5.9/37
2 3.14/8.8/55
3 2.11/13.1/82
4 1.67/16.5/103
5 1.29/21.4/128
6 1.00/27.6/128
7 0.84/32.8/128
8 0.67/40.6/1281 5.00/5.2/36
2 3.20/8.1/57
3 2.14/12.2/85
4 1.72/15.1/106
5 1.31/19.9/139
6 1.00/26.0/155
7 0.82/31.7/155
8 0.64/40.7/1551 4.60/5.6/36
2 2.72/9.5/62
3 1.86/13.9/90
4 1.46/17.8/116
5 1.23/21.1/137
6 1.00/26.3/171
7 0.82/31.6/165
8 0.69/37.6/1601 4.71/5.3/36
2 3.14/7.9/54
3 2.11/11.8/80
4 1.67/14.9/101
5 1.29/19.3/128
6 1.00/24.9/128
7 0.84/29.7/128
8 0.67/36.7/1281 5.35/4.9/31
2 3.24/8.0/51
3 2.25/11.5/73
4 1.64/15.8/100
5 1.21/21.5/131
6 1.00/26.0/131
7 0.86/30.2/131
8 0.72/36.0/131
9 0.60/43.3/13Axle Ratio:12.852.932.853.233.07ChassisSuspensionF: multilink, coil springs, anti-roll bar
R: multilink, coil springs, anti-roll barF: multilink, coil springs, anti-roll bar
R: multilink, coil springs, anti-roll barF: struts, coil springs, anti-roll bar
R: multilink, coil springs, anti-roll barF: control arms, coil springs, anti-roll bar
R: multilink, coil springs, anti-roll barF: multilink, air springs, anti-roll bar
R: multilink, air springs, anti-roll barBrakesF: 14.0-inch vented disc
R: 13.0-inch vented discF: 14.7-inch vented disc
R: 13.6-inch vented discF: 13.6-inch vented disc
R: 12.4-inch vented discF: 13.8-inch vented disc
R: 12.8-inch vented discF: 14.2-inch vented, cross-drilled disc
R: 14.2-inch vented discStability Controlfully defeatable, traction off, competition modefully defeatable, traction off, launch controlfully defeatable, traction off, competition modefully defeatable, traction off, competition modefully defeatable, competition modeTiresPirelli P Zero
255/35R-20 97YGoodyear Eagle F1 Asymmetric 3 ROF
F: 245/40R-19 98Y
R: 275/35R-19 100YPirelli P Zero Run Flat
F: 245/40R-18 93Y
R: 275/35R-18 95YPirelli Cinturato P7 All Season
255/35R-20 97H M+SPirelli P Zero
F: 245/35R-20 95Y
R: 275/30R-20 97YC/D Test ResultsAcceleration0–30 MPH1.8 sec2.0 sec1.7 sec1.9 sec1.6 sec0–60 MPH5.2 sec4.7 sec4.5 sec5.0 sec4.2 sec0–100 MPH12.3 sec11.1 sec10.3 sec12.3 sec10.7 sec0–120 MPH18.2 sec16.3 sec14.9 sec18.5 sec15.9 sec¼-Mile @ MPH13.7 sec @ 10513.2 sec @ 10912.9 sec @ 11213.5 sec @ 10412.8 sec @ 109Rolling Start, 5–60 MPH5.6 sec5.6 sec5.2 sec5.4 sec5.3 secTop Gear, 30–50 MPH2.4 sec2.5 sec2.6 sec3.0 sec2.8 secTop Gear, 50–70 MPH3.1 sec3.2 sec3.3 sec4.2 sec3.5 secTop Speed128 mph (gov ltd)155 mph (gov ltd, mfr's claim)171 mph (drag ltd)128 mph (gov ltd)131 mph (gov ltd)ChassisBraking 70–0 MPH159 ft168 ft157 ft181 ft161 ftRoadholding,
300-ft-dia Skidpad0.93 g0.87 g0.93 g0.86 g0.92 gWeightCurb4242 lb4071 lb4025 lb4271 lb4287 lb%Front/%Rear55.3/44.752.3/47.751.8/48.251.2/48.854.5/45.5FuelTank19.8 gal18.0 gal19.0 gal19.5 gal23.8 galRating91 octane91 octane91 octane91 octane91 octaneEPA Combined/City/Hwy24/21/29 mpg24/20/30 mpg18/16/24 mpg23/20/28 mpg21/18/25 mpgC/D 850-Mile Trip21 mpg22 mpg18 mpg19 mpg21 mpgSound LevelIdle36 dBA38 dBA43 dBA40 dBA41 dBAFull Throttle71 dBA68 dBA84 dBA74 dBA76 dBA70-MPH Cruise64 dBA64 dBA66 dBA64 dBA63 dBA
Tested by David Beard, Tony Quiroga, and Aaron Robinson in California City, CA
Final ResultsMax Pts. Available2017 Mercedes-AMG E43 4MATIC2017 Cadillac CTS V-Sport2017 Audi A6 3.0T Competition2017 BMW 540i2017 Jaguar XF S AWDRank12345VehicleDriver Comfort1098988Ergonomics1087987Rear-seat Comfort543454Rear-seat Space*554545Trunk Space*523355Features/Amenities*10108697Fit and Finish10968107Interior Styling1087887Exterior Styling1089789Rebates/Extras*501011As-tested Price*201519201719Subtotal1007875798379Powertrain1/4-mile Acceleration*202020161817Flexibility*523434Fuel Economy*10969107Engine NVH10978107Transmission1098898Subtotal554944455043ChassisPerformance*201920201816Steering Feel1099767Brake Feel1099888Handling10910868Ride1098978Subtotal605556524547ExperienceFun to Drive252224201720Grand Total240204199196195189

* These objective scores are calculated from the vehicle's dimensions, capacities, rebates and extras, and/or test results.