2025 Audi Q6 e-tron Reviews, Pricing & Specs

The Q6 e-tron represents the new status quo for new Audi EVs and the brand in general. It shares the Premium Platform Electric (PPE) architecture with the Audi A6 e-tron sedan and the Porsche Macan Electric, while debuting a new styling theme and interior layout that are also being used on gasoline models like the Q5 and A5.

Many other electric SUVs from luxury brands have sleek exteriors shaped by the wind tunnel that proudly advertise their battery-powered nature. Not this Audi. Engineers didn’t ignore aerodynamics, but Audi also prioritized making the Q6 e-tron look like a real SUV. It stands a bit higher than the Q8 e-tron and features a more upright front end with a large grille and stacked lighting elements. Protruding fenders add more visual bulk in profile view. Many of these features are also seen on the redesigned gasoline Audi Q5, so the Q6 e-tron will do a better job of blending in than most of its rivals.

Audi offering Q6 e-tron and sportier SQ6 e-tron variants in Premium, Premium Plus, and Prestige trim levels. The two higher trim levels receive a dual-element front lighting setup, with a plain rectangle serving as the headlights and more stylized daytime running lights above. OLED taillights are also standard on the SQ6 e-tron Prestige grade. Those taillights offer programmable lighting signatures, as fo the daytime running lights on all Prestige models. These signatures are also animated in other markets, but Audi doesn’t offer that capability in the U.S. due to current regulations.

Instead of the emphasis on neat horizontal lines that’s been in vogue recently, the Q6 e-tron’s dashboard bows out to accommodate its curved screen housing. That angularity is reflected in the design of the door panels, and in the squared-off steering wheel that’s available on some models. Not all interior materials looked premium—with the gray woodgrain dashboard trim on one test car being a prime example—but Q6 e-trons are appropriately well equipped. Heated and ventilated front seats are available on the Q6, while SQ6 e-tron models are available with massaging front seats and stylish quilted leather upholstery. Crucially, Audi also gave the Q6 e-tron an opening sunroof (standard on Premium Plus models) with a shade rather than a fixed glass roof that allows the cabin to get too hot.

Audi is offering three specs for the Q6 e-tron in the United States. The base Q6 e-tron has a single-motor rear-wheel drive (RWD) powertrain, the Q6 e-tron quattro gets dual-motor all-wheel drive (AWD), and the S6 e-tron gets an extra dollop of power over the quattro model. All models have a 100-kilowatt-hour battery pack, with 94 kWh of usable capacity and feature launch control. Air suspension is also optional on Q6 e-tron models, but standard on the SQ6 e-tron.

Even the single-motor version has a decent 302 horsepower, which gets a temporary boost to 322 hp with launch control engaged, punting this SUV from zero to 60 mph in an Audi-estimated 6.3 seconds. The additional electric motor in Q6 e-tron quattro models brings total output to 422 hp (456 hp with launch control), dropping the zero to 60 mph time to 4.9 seconds. The S6 e-tron boasts 483 hp (509 hp with launch control), getting it to 60 mph in 4.2 seconds. This version also has a 143-mph top speed, compared to 130 mph for the other two.

Audi only had dual-motor models with air suspension on hand for this test drive. We started in the Q6 e-tron quattro and were duly impressed by its quick acceleration and general feeling of solidity. The steering wasn’t very precise or communicative, but its relaxed feel was at least a good fit for a tall, heavy vehicle that can’t change directions that quickly anyway.

Our main complaint is with the air suspension, which produced a choppy ride in the default Balanced and sportier Dynamic drive modes but with poor body control that left the Q6 e-tron flailing about on undulating pavement. Comfort mode added more cushioning, but with a floaty ride that further compromised body control.

We found the same chassis issues with the SQ6 e-tron, which only felt sportier than the standard Q6 e-tron on long straightaways, when there was a chance to unleash its extra power. While this isn’t one of Audi’s high performance RS models, we were expecting a bit more differentiation between the SQ6 and Q6, particularly in the handling department. That at least means buyers won’t have to worry about upgrading to an SQ6.

Audi is now implementing one-pedal driving, with a number of different options for drivers. Shifting from “D” into “B” engages one-pedal mode, which did offer suitably strong regenerative braking, but it’s also possible to summon short bursts of extra regeneration with steering-wheel paddles. There’s also an automatic mode that will adjust regeneration based on factors like road curvature and the speed of the vehicle in front, but that also means you don’t know how much regeneration you will get in a given situation. And if you end up having to use the brake pedal, the system resets.

Dedicated EV platforms generally give engineers more freedom to configure interiors and maximize space, even more so with the larger footprint of an SUV, but that doesn’t mean all EV interiors are created equal.

The Q6 e-tron offers nearly identical first-row headroom to the Cadillac Lyriq, more headroom than the Acura ZDX, and less than the Mercedes-Benz EQE SUV. Front-seat occupants get the least legroom of the group, though. The Audi also offers appreciably less second-row legroom than its rivals, although back-seat passengers do get more headroom than in the Acura and Cadillac.

At 30.2 cubic feet, the Q6 e-tron offers more cargo space than rivals with its rear seats in place. The 60.4 cubic feet available with the second row folded isn’t segment-leading, but it’s certainly competitive. Unlike its rivals, the Q6 e-tron also has a small frunk, although it’s really just for storing charging cables.

Inside the cabin, the Q6 e-tron offers decent small item storage, made possible by a compact pull-tab shifter. The shallow-but-long center console storage bin was able to accommodate two small water bottles laid on their sides. It actually proved to be a good storage spot once the two center console cupholders were filled, as the door pockets are so big that only jumbo bottles will fit snugly without rattling around.

For those that want to tow with their midsize luxury EV, the Q6 e-tron is the obvious choice. Its 4,400-pound maximum towing capacity is a meaningful improvement over the 3,500 pounds of its rivals from Acura, Cadillac, and Mercedes. This, along with the Q6’s practical interior, adds up to true SUV utility. The only thing that’s really missing is off-road capability, but that’s not something offered by rivals either and doesn’t seem to be a priority for Audi’s targeted customers.

The Q6 e-tron features a tri-screen layout that is set to become the norm for Audi models going forward. An 11.9-inch digital instrument cluster and 14.5-inch touchscreen are placed side-by-side in one curved housing. A third 10.9-inch touchscreen for the front passenger is standard on the Prestige trim level. Wireless Apple CarPlay and Android Auto are standard, along with native voice recognition.

While still branded MMI like previous Audi infotainment systems, the Q6 e-tron’s system switches to an Android operating system. However, unlike Android-based infotainment systems from General Motors, Polestar, and Volvo, this system doesn’t rely on Google apps. Audi provides its own navigation and voice recognition instead of using Google Maps and Google Assistant, respectively.

Audi did a good job of placing things so that drivers can keep their eyes on the road and avoid fumbling for touch controls. The touchscreen is angled so that it can be viewed at a quick glance, and is easy to reach from the driver’s seat. That also means it’s facing slightly away from the passenger, which makes the dedicated screen for the righthand side of the cockpit more important. That screen can access functions like audio and climate control, but not driver-specific functions like drive modes and vehicle settings. Passengers can also watch YouTube videos while in a motion, with a privacy filter to prevent driver distraction.

Other notable features include a head-up display that is also perfectly positioned (for drivers of medium height, at least). If you get too close to another car, a proximity warning appears right behind it, without obscuring it. Arrows indicating the direction of an upcoming turn float at eye level, where they can’t be missed. Speaking of navigation, the optional Bang & Olufsen audio system includes headrest speakers that pipe prompts directly to the driver rather than blasting them through the whole cabin.

The voice recognition system was less impressive. It’s supposed to respond to the prompt “Hey Audi,” but in our experience it woke up unprompted at seemingly random times. Similar systems from rivals BMW and Mercedes-Benz don’t have that issue, in our experience.

The Q6 e-tron is just now going on sale in the U.S., so it received safety ratings from the Insurance Institute for Highway Safety (IIHS) and National Highway Traffic Safety Administration (NHTSA). But Audi claims to have incorporated lessons learned from the Q8 e-tron, which earned the IIHS’ highest Top Safety Pick+ rating.

Standard driver-assist features include: adaptive cruise control, lane-departure warning, safe exist assist, forward-collision warning, automatic emergency braking, traffic sign recognition, swerve assist, front turn assist, and a driver-attention monitor.

Notable options include a 360-degree camera system and highway driving assist that combines the functions of lane-keep assist and adaptive cruise control to keep the car centered in its lane at a set speed. This system also works in traffic-jam conditions, Audi claims, but does not enable hands-free driving like the Super Cruise system available on the Cadillac Lyriq and Acura ZDX, where it’s branded as Hands Free Cruise.

Complete EPA ratings were not available at press time, but Audi estimates a maximum 321 miles of range for the base RWD Q6 e-tron with optional 18-inch wheels. That drops to 307 miles for the AWD Q6 e-tron quattro (on its standard 19-inch wheels) and 275 miles for the S6 e-tron.

AWD models can DC fast charge at up to 270 kilowatts, allowing for a 10%-80% charge in 21 minutes with a suitably powerful charging station. The numbers are slightly worse—260 kw and 22 minutes—for RWD models, due to the use of slightly different battery cells. A full charge using a 240-volt Level 2 AC source takes 14 hours, assuming consistent charging at 9.6 kW.

Audi provides an eight-year/100,000-mile battery warranty that guarantees retention of 70% of original capacity. That’s in addition to four-year/50,000-mile comprehensive and powertrain warranties.

Deliveries are scheduled to begin before the end of 2024 at a starting price of $65,095 (all prices include a $1,295 destination charge). That buys the RWD Q6 e-tron in base Premium spec; Premium Plus and Prestige versions start at $69,895 and $71,895, respectively. AWD is an extra $2,000 regardless of trim level. The Audi SQ6 e-tron costs $74,195 in Premium spec, $78,595 in Premium Plus guise, and $80,595 in Prestige trim.

The Q6 e-tron has a much lower base price than a Mercedes-Benz EQE, starts at about the same price as an Acura ZDX, and is undercut slightly by the Acura’s Cadillac Lyriq cousin. But the real reason to consider this Audi is how normal it looks and feels.

While it isn’t the most remarkable vehicle to drive, the Q6 e-tron also doesn’t try to be anything other like a normal SUV—one that just happens to be electric. And with competitive range and charging capability, it should help ease the transition from gasoline to electric for first-time EV buyers.