2025 Audi Q6 e-tron Reviews, Pricing & Specs

The Q6 e-tron represents the new status quo for 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 offers the Q6 e-tron in base, Progressiv, and Technik trim levels in Canada, while the sportier SQ6 e-tron is available in the two higher configurations. These receive a dual-element front lighting setup, with a plain rectangle serving as the headlights and more stylized daytime running lights above. A light signature package is available that allows owners to program up to six animated lighting signatures.

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 the squared-off steering wheel that’s available on some models.

Not all interior materials looked premium, with the grey 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 available opening sunroof with a shade rather than a fixed glass roof that allows the cabin to get too hot.

In Canada, Audi is offering two specs for the Q6 e-tron. The Q6 e-tron comes with dual-motor all-wheel drive (AWD), and the S6 e-tron gets an extra dollop of power. All models have a 100-kilowatt-hour battery pack with 94 kWh of usable capacity and feature launch control. Air suspension is standard on the SQ6 e-tron.

The Q6 e-tron quattro models have a total output of 422 hp (456 hp with launch control), dropping the zero to 100 km/h time to roughly 5 seconds. The S6 e-tron boasts 483 hp (509 hp with launch control), getting it to 100 km/h in 4.3 seconds. This version also has a 230 km/h top speed, compared to 210 km/h for the Q6 e-tron.

We started our testing 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. 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. However, 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. That’s even more true 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 855 litres, the Q6 e-tron offers more cargo space than rivals with its rear seats in place. The 1,710 litres 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 centre 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 centre 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 2,000-kilogram (4,400-pound) maximum towing capacity is a meaningful improvement over the 1,587 kilograms (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 target 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 available. 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 does 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 it’s 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 an available 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 receives a Top Safety Pick+ rating from the Insurance Institute for Highway Safety (IIHS), the group’s highest honour. The U.S. National Highway Traffic Safety Administration (NHTSA) gives it a five-star overall safety 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 centred 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).

According to Natural Resources Canada, the 2025 Audi Q6 e-tron has a range of 494 kilometres with 19-inch wheels or 475 km with 20-inch wheels. The Q6 e-tron Sportback version has 513 km of range with 19-inch wheels and 491 km of range with 20-inch wheels. The SQ6 e-tron offers 443 km of range in the standard body style or 455 km as the SQ6 e-tron Sportback.

The Q6 e-tron can DC fast charge at up to 270 kilowatts, allowing for a 10%-80% charge in 21 minutes with a suitably powerful charging station. 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/160,000-kilometre battery warranty in addition to its four-year/80,000-kilometre comprehensive and powertrain warranties.

In Canada, the base 2025 Audi Q6 e-tron starts at $83,895, including a $2,850 destination charge and other fees. The Progressiv trim starts at $89,995, while the Technik trim starts at $92,945. The Sportback version starts at $93,795 for the Progressiv trim and $96,745 for the Technik trim. The Audi SQ6 e-tron starts at $100,054 for the Progressiv and $103,954 for the Technik, while opting for the Sportback lifts those base prices to $104,014 and $107,914 respectively.

The 2025 Audi Q6 e-tron is priced too high to qualify for any EV incentive programs in Canada as of this writing. Note that models priced above $100,000 will also be subject to the federal government’s luxury tax.

The Q6 e-tron has a much lower base price than a Mercedes-Benz EQE, a slightly lower base price than an Acura ZDX, and is marginally undercut 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.

Note: Images show a US model.