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UPDATE 9/18/25: This review has been updated with instrumented test results for the single-motor, rear-wheel-drive A6.
UPDATE 3/12/25: Range estimates with the available Ultra package have been updated. Pricing has been updated.
The Audi A6 Sportback e-tron is a new electric luxury sedan that Audi is rolling out to sell alongside the unrelated, gasoline-powered A6 sedan. This new A6 e-tron—which also has a more sportified S6 Sportback e-tron sibling—slots in below the current e-tron GT.
Unlike the e-tron GT, the new entry rides on the brand's new PPE platform, which also underpins the Q6 e-tron models and the Porsche Macan EV. PPE (which stands for Premium Platform Electric) represents a substantial step forward. It features an 800-volt architecture, which allows for a peak charging rate of 270 kilowatts. Should you find a sufficiently potent power source, Audi claims that recharging from 10 to 80 percent takes only 21 minutes. For Level 2 charging, a 9.6-kW recharger is on board.
Two A6 powertrains will be offered in the U.S. market: a 375-hp single-motor version with rear-wheel drive and a 456-hp dual-motor, all-wheel-drive variant. All U.S. A6 e-trons use the same 94-kWh battery, which gives the A6 e-tron substantial range. The EPA estimates 370 miles for the rear-wheel-drive A6—increasing to 392 miles with the optional Ultra package that fits thriftier 19-inch wheels in place of the standard 20s. Those numbers far exceed the range figures for the single-motor BMW i5 and Mercedes-Benz EQE (which you have to guess were the two main targets). The dual-motor, all-wheel-drive A6 is expected to deliver 333 miles, stretching to 377 with the Ultra package, which again leaves the dual-motor i5 and EQE in the dust. Audi isn't quite able to topple the class-leading Lucid Air, however, which tops 400 miles.
Beyond the impressive range and charging stats, the PPE platform marks a departure for Audi EVs in that it allows for one-pedal driving. Audi has long argued that having less lift-off regen and instead letting its EVs coast is more efficient and also makes for smoother driving. That may be true, but now Audi is offering a choice. There are multiple levels of regen available: Full one-pedal driving is accessed by moving the shift toggle from D to B. Or the driver can use the steering-wheel paddles to select from two lesser levels of regen or none at all (coasting). So, there's something for everybody.
As an EV, then, the A6 e-tron is a solid achievement. But in some of the subjective areas, we found it hard to warm up to.
When one thinks about Audi's rise to prominence as a luxury brand, there was the technological aspect with all-wheel drive, but design was also a major factor. Recent models haven't had the same head-turning mojo, and this electric A6 doesn't either. Look at it next to the gas-powered version: The two cars' wheelbases and overall lengths are within an inch of each other, but the battery-powered A6 e-tron is nearly two inches wider and taller. The greenhouse is shallow and the roofline sleek, but the body looks thick, and chunky-form language emphasizes the substantial width. A black appliqué on the lower bodyside is a presumed attempt to reduce the visual height but only calls attention to it. (The forms and proportions work far better on the Avant wagon model, where they give it a solid, hunkered-down appearance, but do we even have to tell you that body style is only for Europe?) We understand that the A6 e-tron houses a substantial battery under its floor, but the e-tron GT has a similar-sized battery yet sits more than three inches lower—and is much better looking for it.
Like the exterior, the A6 e-tron interior fails to wow like Audis of yore. Those cars were typically a step above the rest in design and materials, but the most interesting aspect of our A6's interior was the handsome, wool-like upholstery (made of recycled materials, natch) that extended to the center armrest, the door panels, and also ran across the dash. Sadly, it won't be offered in the States. There are some splashy elements, though, including an illuminated strip at the base of the windshield that isn't just ambient lighting—it also changes color to flash green with the turn signals, for instance. A glass roof is standard and is divided into sections that each can have a different opacity. The digital instrumentation and the central infotainment display are housed together in a single, curved screen; a supplemental, smaller display for the front passenger can also be had. Despite the sloping roofline, there's adequate rear-seat headroom for a six-footer and plenty of knee clearance. But the floor feels high, creating a knees-up seating position. The PPE platform allows for a small frunk. Pop the liftgate to see the real cargo hold, which is spacious—and the rear seatbacks lower for additional room.
We drove the rear-wheel-drive model, and while 375 horses sounds like a healthy corral, accelerator response is quick but not especially strong for an EV. This A6 can call up 60 mph in 4.9 seconds, and it dispatches the quarter-mile in 13.5 seconds at 106 mph. Those figures are just a couple of ticks ahead of the single-motor BMW i5. Of course, buyers seeking more gusto can step up to the dual-motor Quattro—or the 543-hp S6 e-tron.
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Brake-pedal feel is natural, and the pedal is easy to modulate. We measured a 176-foot stopping distance from 70 mph, though, versus the i5's 158 feet. Air springs are optional on the A6, and our car was so equipped. Through the different drive modes—Comfort, Balanced, Dynamic, and Efficiency—the chassis delivers a firm, well-controlled ride. The steering, though, feels disconnected and video-gamey, with little sense of on-center and no buildup of effort as you dial in more lock. Riding on Pirelli P Zero MS Elect run-flats, the A6 delivered a solid 0.88 g of grip, but those tires contributed to a fairly noisy 70 decibels at 70 mph.
The A6 e-tron undeniably advances Audi's EV game and gallops ahead of its closest rivals. But its so-so driving dynamics and ho-hum design leave us a little cold. It's an impressive EV, but we wouldn't call it a great Audi.
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