Audi Q6 e-tron review
Audi’s Q6 e-tron wows with its fancy and spacious interior, but the level of comfort is tarnished by this EV’s compromised ride quality
Our opinion on the Audi Q6 e-tron
As its name suggests, the Audi Q6 e-tron sits above the Audi Q4 e-tron in terms of size and price, but it also marks a significant step forward in Audi’s EV tech. That's because it’s the first to use the PPE architecture co-developed with Porsche and seen in the electric Macan.
The Q6’s competition runs across a wide spread of rivals, including pricier alternatives, which are led by the BMW iX but also include the Mercedes EQE SUV and Polestar 3. The BMW iX3 is also a formidable foe that our road testers rate particularly highly.
About the Audi Q6 e-tron
While the Audi Q6 e-tron is officially classed as a mid-size SUV, it is one of the largest cars in this sector, so you’d be forgiven for thinking that it’s a fully-sized SUV. The good news is that this added bulk pays off in the form of interior space, making the Q6 e-tron a pretty solid choice as an upmarket electric family car.
For those who prefer the sleek looks of a coupe, there’s the choice of the Audi Q6 Sportback e-tron. This variant changes the body from a traditional boxy SUV into a more svelte design, but while the improved aerodynamics boost efficiency ever so slightly, this does come at the cost of slightly reduced practicality.
As well as our individual drives of the Audi Q6 e-tron in the UK and Europe, we put the car up against the Polestar 3 in a head-to-head twin test. Due to its interior space, excellent build quality and steady real-world efficiency, the Audi ran (four) rings around its Swedish opponent.
Audi Q6 e-tron prices and latest deals
Starting prices for the Audi Q6 e-tron start at around £60,500 for the Sport model. An extra £3,000 is needed for mid-spec S line trim, while the range-topping Edition 1 is another £3,000 on top of that. At the top of the range is the SQ6 e-tron. This offers added performance and sportier styling tweaks for the exterior and cabin, but you’ll have to pay a starting price of at least £86,900 for the privilege. If you’d prefer the Sportback, this commands a £2,500 premium over the equivalent standard model.
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Performance & driving experience
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The Audi Q6 e-tron is stable at high speed and the brakes are superb, but its ride and handling don’t quite deliver. It’s safe and predictable rather than being fun.
No variant of the Q6 e-tron feels sluggish despite its 2.3-tonne kerbweight, but if you’re after some dynamic flair, you’ll be met with a muted response. It feels overwhelmingly safe and secure, lacking the sparkle you’ll get from rivals like the Porsche Macan Electric. You can feel the car’s mass in the corners, and while turn-in is accurate and grip is good, there’s little engagement to be found from this big SUV.
| Model | Power | 0-62mph | Top speed |
| 83kWh Sport | 249bhp (288bhp with launch control) | 7.6s (7.0s with launch control) | 130mph |
| 100kWh Sport performance | 302bhp (322bhp with launch control) | 6.7s (6.6s with launch control) | 130mph |
| 100kWh quattro Sport | 383bhp | 5.9s | 130mph |
| SQ6 e-tron 100kWh quattro | 483bhp (510bhp with launch control) | 4.4s (4.3s with launch control) | 142mph |
Electric motors, 0-60mph acceleration and top speed
Both the SUV and Sportback ranges start with a single 288bhp rear-mounted motor (like all of the Q6’s motors, developed in-house and with a greater power density than other Audi EVs). This powertrain is good for a launch control-assisted 7.0-second 0-62mph time, and is available on Sport and S line trims.
Above that sits the Performance, which ups the ante to 322bhp and chops the 0-62mph time to 6.7 seconds. Next is the quattro, with a dual-motor set-up for a total output of 383bhp, reducing the 0-62mph time to 5.9 seconds. The SQ6 is the top-of-the-range model, and gets a strong 0-62mph time of 4.3 seconds thanks to its 510bhp total output when using launch control. The powertrain responds well, but in Normal mode, it can feel lethargic when moving off. Those accustomed to instant acceleration in their EV might prefer the more lively response of Sport mode.
All Q6 models have a top speed of 130mph, while the SQ6 e-tron raises this to 143mph.
Town driving, visibility and parking
With one exception, the braking system on the Audi Q6 e-tron is fantastic. That flaw comes at low speeds and is the hill-hold system, which engages when you use gentle pressure on the pedal and comes on a little too readily when reversing, meaning precise parking manoeuvres – especially uphill - can be a tad jerky.
That aside, the key to the Q6’s brakes is its ability to recover a huge amount of energy through regenerative braking. This means that the physical discs and pads are used only rarely under heavy braking applications. The pedal’s weight is excellent, feeling strong and reassuring even under heavy use.
Brake regen can be adjusted through four modes (three via steering wheel paddles and a fourth via a ‘B’ mode on the drive selector) plus an adaptive setting, which we soon turned off because, like all too many systems of its type, we found it hard to predict. In the strongest regen mode, one-pedal driving is possible, and with it engaged, the Q6 pulls to a very smooth stop.
Country road driving and handling
At higher speeds, the Q6 e-tron impresses in some ways, but in others, we hoped for more. The air suspension, controlled by a new multi-link design at the front, works well on larger-frequency bumps, soothing passengers as it glides along the road. However, on uneven cambers or the subsided verges of a British back road, the Q6 becomes flustered.
Find a poor surface, and it can feel like each wheel is squabbling with its opposite number about where the body should be, rather than working independently to iron out the bumps. This causes a side-to-side wobble over uneven roads. With the damping tightened up in Sport mode, it becomes more controlled, but makes the ride feel unsettled, so there’s a compromise either way.
Even in this driver-focused mode, the Q6 feels heavy through corners, reminding the driver that there’s a lot of weight at play here. Many rivals do a better job of both controlling and disguising their mass.
Motorway driving and long-distance comfort
The ride is at its best on a motorway, where sudden bumps are all but non-existent. Stability is solid, and the motor feels like it has plenty to give, making performance seem effortless even at 70mph. Road noise is greater than we’d have hoped for, though – a BMW iX is quieter at speed.
"There are various strengths for the regenerative braking (controlled via steering wheel paddles), with the most aggressive setting able to bring the car to a complete stop. It’ll provide up to 220kW of recuperation, and Audi claims it can cover '90 per cent of braking scenarios'. Of course, you can switch it off and coast if you’d prefer." – Alex Ingram, Chief reviewer.
Range, charging & running costs
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Of the four available powertrains, all but the base model get a 100kWh ‘Performance’ battery (94.9kWh useable). The entry-level car comes with a smaller 83kWh (75.8kWh usable) unit that claims up to 329 miles on a single charge.
For the ultimate range, the Performance model in Sport trim with a single motor is the one to have, because it has an official WLTP figure of up to 393 miles between charges. That’s slightly up on the Quattro, which is claimed to manage 382 miles at best, or as little as 338 miles depending on wheel size. The SQ6 is said to cover 360 miles, while models with the 83kWh (75.8kWh usable) battery can do 326 miles.
Due to its slightly slipperier shape, the Q6 Sportback e-tron boasts mildly increased WLTP ranges. The smaller battery gets a boost up to 339 miles, while the larger pack can officially return up to 411 miles.
Based on our time behind the wheel of the Edition 1 quattro SUV, the car fell slightly short of the most pessimistic WLTP estimates. Our absolute best conditions, at around 15 degrees Celsius (most EVs tend to perform at their best at closer to 25 degrees), produced an efficiency value of 3.1 miles per kilowatt-hour, which translates to a range of 294 miles – 44 miles short of the lowest WLTP figure. That’s not bad for an EV of its size, but things get worse in town, where the hefty Q6 achieves closer to 2.4 miles/kWh in stop-start traffic.
Find a charger quick enough to keep up with the Q6’s 270kW peak rate, and it means a 10-80 per cent charge of the battery (that’s 206 miles of range based on our real-world efficiency) takes 21 minutes. Using a typical 7.4kWh wallbox home charger, it’ll take just over 12 hours to fully recharge the standard 83kWh battery, while the larger 100kWh battery will take a little over 15 hours. Like many electric Audis, the Q6 has charge ports on both sides: a Type 2 socket on the offside and a rapid CCS port on the other. You also get an energy-efficient heat pump as standard, which should help maintain the driving range in colder weather.
| Model | Battery size | Range | Insurance group |
| 83kWh Sport | 83kWh (75.8kWh useable) | 326 miles | 44 |
| 100kWh Sport performance | 100kWh (94.9kWh useable) | 392 miles | 45 |
| 100kWh quattro SQ6 | 100kWh (94.9kWh useable) | 359 miles | 50 |
Insurance groups
Insurance starts in group 44 for the base Q6 e-tron Sport, the Dual-motor model sits in group 49, with the SQ6 in group 50. Put simply, covering the Q6 will take its toll on our bank account.
This is a recurring theme with German premium electric SUVs, though, as the entirety of BMW iX line-up sits in group 50. In fact, it's also the same story for the Swedish Polestar 3, so the Audi actually looks a little bit more affordable in comparison.
Tax
The EV powertrain makes the Q6 e-tron incredibly cheap to run for company car users, with a Benefit-in-Kind rate of just three per cent.
All EVs are now liable for VED road tax, though, and because of the Q6 e-tron’s high starting price, you’ll also have to pay an additional luxury car tax surcharge that’ll apply from the second time the Q6 e-tron is taxed up until it is six years old.
Depreciation
By the usual low standards of premium electric SUVs, the Q6 e-tron’s resistance to depreciation is relatively impressive. The line-up is predicted to retain between 48 and 65 per cent of its value after three years, and it’s the Sport model with the Technology Pack that’s the very best performer here. On the other end of the scale, the fiery SQ6 suffers the biggest losses, retaining only 48 to 50 per cent after the same period.
These are stronger figures than the Mercedes EQE SUV, which is expected to hold on to only 42 to 51 per cent. The BMW iX, meanwhile, manages 43 to 46 per cent.
If you want something that’ll preserve even more of your money, though, then the Porsche Macan Electric maintains between 57 and 60 per cent, although it does cost more to buy in the first place.
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Interior, design & technology
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Typically sturdy Audi build quality abounds everywhere, but some might find the Q6’s cabin a little too screen-heavy.
Interior and dashboard design
There’s no getting away from large screens in the Q6 e-tron, with no less than three – including one specifically for the front passenger on higher-spec models – spread across the dashboard. Even some basic controls haven’t fully escaped touch-sensitive input, with a large control panel in the door for the mirrors, lights, locks and electric-seat memory settings.
While we’d still prefer physical switches for all of these, at least Audi hasn’t confined headlight control within a touchscreen, as is the case for the likes of the Polestar 3.
Materials and build quality
This hasn’t always been true for Audis recently, but the finish is flawless inside, with tight panel gaps and sturdy materials. Our one criticism is that there’s a lot of shiny piano-black plastic around the centre console, which looks great in a showroom but doesn’t fare quite so well once it has been subjected to a little wear and tear.
Audi’s sports seats are supportive, but they’re also very firm. Considering that the Q6 e-tron’s buyers are most probably interested in comfort rather than sportiness, it’s difficult to see what advantage these seats provide over the already comfortable standard seats.
Overall, the Q6 Audi e-tron is a very pleasant car in which to spend time. The screens look great and work very well, while the head-up display is among the clearest in any car currently on sale.
Infotainment, sat-nav and stereo
The gently curving displays of Audi’s MMI system measure 11.9 inches for the Virtual Cockpit and 14.5 inches for the main display, presenting a huge amount of information. Many key shortcuts and climate controls remain a permanent fixture on the main touchscreen, but there’s plenty of room for the Google Maps-based navigation system to be shown in a generous size. If we have a criticism, it’s that the main menu icons are fairly small, and with so many of them shown on the same page, it’s difficult to find the functions you need.
The optional passenger display seems like a bit of a gimmick. All of the information contained within it is accessible on the main screen beside it, so it only really makes sense if the front-seat passengers truly can’t stand sharing the use of the central touchscreen.
All versions come with a 180-watt, 10-speaker Audi sound system, but we’re partial to the option of a 830-watt, 16-speaker Bang and Olufsen sound system that comes as part of the £3,200 Sound and Vision Pack, which also includes upgraded USB charging ports for quicker charging of your devices.
“We like that the third screen is obscured from the driver’s view while the car is in motion, but until Audi fits video playback or gaming technology to the third screen, it feels surplus to requirements for passengers.” – Richard Ingram, Deputy editor.
Boot space & practicality
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Buyers are unlikely to be left wanting any more room inside the Q6; when it comes to legroom, headroom and luggage space, the accommodation on offer is impressive.
Dimensions and size
The Audi Q6 e-tron is one of the larger cars in the mid-size SUV class. It’s slightly longer than the combustion-engined Audi Q5 and nearly as wide as the larger Audi Q7.
However, it isn’t quite as big as a Mercedes EQE SUV, and takes up a similar amount of space on the road to a Tesla Model Y.
Dimensions comparison | |||
| Model | Audi Q6 e-tron (SUV/Sportback) | BMW iX | Mercedes EQE SUV |
| Length | 4,771mm/4,771mm | 4,965mm | 4,863mm |
| Width | 1,939mm/1,933mm | 1,970mm | 2,141mm |
| Height | 1,702mm/1,665mm | 1,696mm | 1,707mm |
| Wheelbase | 2,899mm/2,899mm | 3,000mm | 3,030mm |
| Boot space | 526 litres/511 litres | 500 litres | 520 litres |
Seats & passenger space
Audi generally manages to get the basics like the driving position just right, and the Q6 e-tron is no exception. Both the driver’s seat and the steering wheel offer a huge range of adjustment, so regardless of your size, there’s a good chance that you’ll be able to set things just right.
All come with four-way electric lumbar adjustment for the front seats. However, if you want full electric adjustment and memory settings for the driver’s seat if more than one person will be driving the car, you’ll have to go for the top of the range Edition 1 trim. You can’t add this as an option to Sport or S Line trims.
Anyone swapping from either of Audi’s other electric SUVs will find a similar amount of space in the back of the Q6 e-tron; in other words, it’s huge. The seats are comfortable, and the wide bench makes it a pleasant place for three people to sit. Taller passengers will feel a bit snug in the back of the Sportback. Legroom is adequate here, but the sloping roofline reduces headroom.
ISOFIX child seat mounting points are provided on the outer positions of the rear seats, and the points are easily accessible behind some simple to remove plastic covers. A further child seat mounting point is provided on the front passenger seat.
Rear seat passengers have access to a small screen to adjust the temperature of their zone of the standard three-zone climate system, and the outer positions of the rear seats are also heated.
Boot space
At 526 litres, the Q6 e-tron SUV’s boot capacity is generous, and predictably, it offers more capacity than its smaller range mate, the Q4 e-tron (520 litres). The main boot offers a large, square area with netted side sections for securing small items. Levers in the boot make it easy to drop the rear seat backs, and with those out of the way, the total volume grows to 1,529 litres. The air suspension can also be lowered from inside the boot area to make it easier to lift large or heavy items inside.
The Q6 Sportback’s curved roofline does inevitably eat into luggage space, but at 511 litres, the boot is still large enough for family use. The floor area remains the same size, though.
If you need even more space in either model, the optional ‘Storage Pack’ opens up 64 litres of under-bonnet storage. This will set you back by over £250, however.
Towing
Those interested in towing with their Q6 e-tron will need to fit the £1,100 folding towbar. Depending on the version you go for, it’ll pull up to 2,400kg, though the obvious caveats regarding limited range apply here.
The Audi is a capable load lugger, but the BMW iX still manages to outshine it with a capacity of up to 2,500kg. An official Best Electric Tow Car award adds another string to its bow, too.
“The Q6 e-tron has a 64-litre luggage area under the bonnet that allows drivers to store the charging cables separately from their luggage. You can only open it via a lever in the driver’s footwell, rather than using the key, which is a bit fiddly to release with your hands full.” – Alex Ingram, Chief reviewer.
Reliability & safety
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The Audi Q6 e-tron was tested by Euro NCAP in 2024, and it scored a maximum five-star rating. Its Child Occupant score of 92 per cent is the highest of any car tested that year, making it a reassuring choice for families.
The Audi brand appears to have improved in terms of customer satisfaction, according to the latest Driver Power customer satisfaction survey. The brand rose from 27th out of 32 brands in 2024 to 19th out of 31 manufacturers in 2025. However, that still lags a long way behind its other premium rivals, such as BMW in 8th, or Mercedes in 2nd place.
| Euro NCAP safety ratings | |
| Euro NCAP safety rating | Five stars (2024) |
| Adult occupant protection | 91% |
| Child occupant protection | 92% |
| Vulnerable road user protection | 81% |
| Safety assist | 80% |
Buying and owning
- Best buy: Audi Q6 e-tron Sport performance
We think you can make the expensive Q6 e-tron a little more affordable by going for the entry-level Sport trim. It’s very well equipped and makes the additional £3,000 jump to S Line seem pointless, because the latter only adds 20-inch wheels that impact the ride and some slightly sportier styling. We’d plump for the Performance battery upgrade with the largest capacity 100kWh battery, giving it the best range. The saving you make compared with S Line Performance is better spent on the Sound and Vision pack, which gets you an excellent head-up display set up and a better sound system.
Audi Q6 e-tron alternatives
There are plenty of premium electric SUVs that take the fight to the Q6. The Polestar 3 offers lots of space inside, while the Porsche Macan Electric uses the same platform as the Q6, but places a greater emphasis on driving enjoyment. Higher-spec versions of the Ford Mustang Mach-E are also in the same price bracket, as are entry versions of the Mercedes EQE SUV. The Alpine A390 has a brilliantly engaging driving experience but practicality and interior quality are below the Audi’s.
Key updates of the Audi Q6 e-tron review
- 12 December 2025: Details about Audi Q6 Sportback e-tron added after UK first drive.
Frequently Asked Questions
We’d pick the larger battery in Sport performance trim. This offers the best EV range of the Q6 e-tron line-up, with an official figure of up to 391 miles.
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