Audi Q6 e-tron SUV

285kW Qtro 100kWh Edition 1 5dr Auto[Sound+Vision] [2025]

The Q6 e-tron raises the bar when it comes to what we can expect from Audi EVs. Jonathan Crouch drives it.

Ten Second Review

The Q6 e-tron. At first glance, just another premium all-electric Audi SUV, the next step up from the Q4 e-tron. Actually though, this ambitious upper mid-sized premium-badged model could hardly be more significant thanks to it's all new Porsche co-developed PPE platform that will undergird forthcoming Audi electric models into the foreseeable future.

Background

A 'technological leap'. Audi thinks that's what this Q6 e-tron is, familiar though the packaging might look. Like its similarly-sized combustion counterpart the Q5, it shares much with an equivalent Porsche, in this case the Macan Electric. That obvious rival also has this Q6 e-tron's new 'PPE' 'Premium Performance Electric' platform, the first installation of ultra-rapid charging 800V architecture in an Audi SUV. It's also shared with the A6 e-tron and is a big step forward - the point, you could argue, from which the technology of electric Audis really starts to get serious. An EV of this model size is over-due for Audi, a brand that until this point hasn't really had an electric SUV naturally sized to take on key contenders in the upper mid-sized premium segment like the BMW iX and the Mercedes EQE SUV. But the competition in this class is fierce, so this, the first electric Audi to be built at its company's Ingolstadt base, will need to be very good indeed.

Driving Experience

The line-up kicks off with two rear-driven models. One is an entry-level variant using a smaller 83kWh battery (75.8kWh of it usable), which in SUV form goes 326 miles between charges. It puts out 252PS (or 292PS with launch control) and makes 62mph in 7.0s on the way to the 130mph top speed that all mainstream Q6s share. The other rear-driven model is confusingly badged 'performance' but is actually just about longer range, hence the larger 100kWh battery (94.9kWh of which is usable) which offers the longest drive range in the Q6 e-tron SUV line-up - 392 miles. It puts out 306PS (or 326PS with launch control) and makes 62mph in 6.6s. Beyond that is the quattro 4WD version we tried, which also uses the 100kWh battery and manages 381 miles of range. It puts out 388PS and makes 62mph in 5.9s. Much the same powertrain also features in the top SQ6 e-tron, but here the motors are tuned to deliver 490PS (or as much as 517PS with launch control engaged). Which takes the car to 62mph in just 4.3s en route to 143mph. Range from the same battery falls only slightly to 358 miles (mainly due to wider tyres). If that's still not fast enough, talk to your dealer about the forthcoming RS Q6 Sportback e-tron model, expected to produce over 600PS. All the EV range figures we've just quoted can be slightly improved upon if you're prepared to pay the extra for the slightly more aerodynamic Sportback body shape. Will you want to push along through country back doubles in the kind of manner you might in a Porsche Macan Electric? It's doubtful - the steering feedback discourages that, even in its supposedly sharpest 'dynamic' setting. But the body control has a really Porsche-like level of stability and this Audi can still be rewarding to punt along, particularly in its dual motor quattro form. With this, the car gets a rear-based torque distribution system; and different front and rear motor sizes mean that different amounts of power can be sent to each axle as required.

Design and Build

Two Q6 e-tron body styles are offered - the standard SUV, which is our focus here. Or the sleeker-looking Sportback version. Either way, the look is very Audi - and clearly a size above the Q4 e-tron; in fact, this car is virtually as big as the old Q8 e-tron model from the next class up. Despite that, at 4,771mm in length, this car is considerably smaller than two of its most obvious rivals; namely the Mercedes EQE SUV (92mm longer) and the BMW iX (a full 182mm longer). In profile, big D-pillar windows visually stretch the glasshouse and Audi's familiar pronounced 'quattro blisters' run down the rear three-quarter section. Up front, the 'double deck' lighting 'face' is completely new, with these super-slim daytime running lights positioned high and the main beam headlamps concealed further down in the bodywork. At the rear, it's pretty much generic Audi, neat and smart but unremarkable - unless you happen to have bought in at the very top of the range, in which case these LED tail lamps can feature the company's latest digital OLED technology. Where this car really stands out as an all-new design though is inside, where the cabin is completely different to any Audi you'll have seen before. The only thing that's in any way similar is the Q4-like steering wheel. A 'softwrap' design extends from the doors around a main dashboard sculpted in a 'digital stage' shape supposed to resemble the Singleframe grille. As part of this, an 11.9-inch digital instrument display blends into a 14.5-inch curved control infotainment touchscreen. Customers can also specify a further 10.9-inch display ahead of the front seat passenger, which has tech to prevent the driver being distracted by it while the car is moving. What will grab your attention at the wheel is the useful dynamic interaction light at the base of the screen, which flashes in different colours to display information and warnings. There's a new generation AI-augmented voice assistant which can now control over 800 features. And a very minimalist-style design vibe which reduces physical dashboard buttons to an absolute minimum. Even those you get on the wheel are of the touch panel sort. Thanks to the stretched 2,899mm wheelbase length, Q6 customers should be very happy with the provided rear seat space. Both head and knee room for back seat folk are excellent. And behind them in this five-seat-only design is a roomy 526-litre boot. A further 64-litre area beneath the bonnet is optionally provided for the charging leads.

Market and Model

At the time of our test in early 2025, Q6 e-tron prices started from around £61,000 for the SUV model. There's a £2,500 premium for the alternative swoopier Sportback body shape. Either way, there are two primary mainstream trim levels - 'Sport' or 'S line', which at the time of our test were joined by an even plusher 'Edition 1' spec level. Prices go north pretty quickly from base level if you scroll through the three mainstream drivetrain options we briefed you on in our 'Driving' section. To remind you, the base 292PS 82kWh model is the range price starting point, with a £3,500 premium necessary to get the mid-level 'performance' version you're probably going to want with the larger 100kWh battery and uprated 326PS motor. We chose to test the 388PS twin motor quattro version, also with the 100kWh battery, which at the time of our review was priced from around £68,000. Beyond that, again with both body shapes available, there the top SQ6 e-tron, which uprates this quattro model's drivetrain to 517PS and which at the time of our test was only available with uber-plush 'Edition 1' trim, hence the high asking price of nearly £94,000. Standard 'Sport'-spec includes most of what you'd want, but many customers will want to upgrade to 'S line' trim, which adds larger 20-inch wheels, bespoke bumpers, a body-coloured front grille, rear privacy glass, stainless steel pedals, 'S line' door scuff plates, a black headliner and a special 'S line' design for the front seats and steering wheel. Obviously, there's loads of drive assist tech included across the range. A 'Parking system plus' set-up with a 360-degree display, swerve assist and turn assist, a top-view camera, a traffic-sign-based speed limiter, adaptive cruise control, autonomous emergency braking in front and rear, camera-based traffic sign recognition, intersection assist, lane departure warning, a lane change assistant, an exit warning system, rear cross traffic assist, rear turn assist, and advanced driver attention and fatigue monitor systems are all on board as standard.

Cost of Ownership

We gave you the range figures for the Q6 e-tron SUV model in our 'Driving' section - 326 miles for the standard version, 392 miles for the 'performance' model, 381 miles for the quattro and 358 miles for the SQ6. You can do up to 10 miles better by choosing the Sportback bodyshape with any of these variants. On to charging, for which, helpfully, the car provides ports on both sides, which is an e-tron trademark we wish other brands would copy. Only one port can accept the fastest DC charging rate, but you can AC-charge from both sides. We're not sure why it's really necessary for the charging flaps to be motorised though. The main news with this Q6 design over the old Q8 e-tron is the way that this car's new PPE platform has made possible a switch to an 800V electrical architecture - which is significant in a market where key rivals like the BMW iX and the Mercedes EQE SUV still persist with older-tech 400V set-ups. The 800V system means that unlike those competitors, this Audi can use the new generation of ultra-fast public DC chargers springing up all over Europe (but still rarer than hen's teeth here). It also means that at the right kind of charger, the Q6 e-tron can charge at up to 270kW and 158 miles of range can be added in as little as 10 minutes. If, as is most likely of course, you're hooked up to a feebler public chargers (of up to 135kW) that can't handle the PPE platform's 800V power, a so-called 'bank charging' feature allows this Audi to split its battery in two and run each half at 400V, optimising battery replenishment speed and efficiency, so charging will still be super-quick. So how quick is that? Well the 10-80% DC battery replenishment time is 21 minutes at 270kW. Hooked up to a typical 7.4kW wallbox, the Q6 e-tron AC-charges from empty to full in 12 hours in base 82kWh form - or in 15 hours with the 100kWh battery.

Summary

Audi has come a long way with its EVs since its first one, the under-whelming E-tron SUV of 2018. That car's heavy design hobbled the subsequent Q8 e-tron. The e-tron GT quattro Gran Turismo-style model that followed it was a bit niche and the smaller Q4-e-tron has sold well, but isn't quite premium enough. With this Q6 e-tron though, Audi's got it just about right. Familiar looks disguise a PPE platform 800V engineering revolution here; this really is a fresh stage of EV development for the brand. Which you get a better feel for in the luxuriously redesigned cabin. True, in the Porsche Macan Electric, you can get a slightly more dynamic-feeling version of this same basic design. But if you don't feel an upper mid-sized EV crossover like this really needs to be that sporty, then this Q6 e-tron might be for you. It's not particularly arresting to look at and could be better value in terms of what you get for the money. But it's slightly cheaper than its most obvious premium-badged German rivals and offers the kind of polished driving experience we've come to expect from the brand. For the future, this Q6 will need longer range and sharper styling, but otherwise all the fundamental things you really need in an upper mid-sized premium electric SUV are here. At last in an e-tron-badged Audi.