2025 Audi SQ6 e-tron review

There’s a stronger Q6 e-tron available over the S-Line. Is the SQ6 worth the modest extra ask? 

SUVs are the jacks of all trades. People buy them absolutely for this reason and seemingly everyone wants one. Except for those who want better dynamics. They buy estates instead. 

Opting for an SUV means you probably have kids, a trailer, and perhaps you’re off-road inclined. In which case you’d opt for the AWD version in the SUV line-up. If the budget’s tight, the front driver will do fine because practicality is generally more important. 

Either way with an SUV you’re compromising. For it will be the master of nothing, unless being passable at most things is a superpower. For most it seems it is. 

A few might fancy spending up on a sportier SUV. All the big German car companies have made hay from their bigger combustion-engined sports SUVs. They probably thought the same would be the case with their pure electric offerings. And for a while when anything-electric seemed to be selling, thanks to government subsidies, the future of emissions-free motoring looked rosy. 

But just as quickly the bubble burst. Government subsidies ended and then the global economy got the speed wobbles. From being full steam ahead suddenly the electric dream was up in smoke. Importers were left with a huge backlog of electric stock and buyers were thin on the ground. 

Electric mixes with ICE

So the big German four have done an about-face, as has everyone else that jumped aboard the electric gravy train. Now they’re offering mild hybrids or plug-ins awaiting the return of the electric onslaught. 

As to the machine you see here; it’s essentially a stroppier version of the Q6 e-tron S line EV we drove earlier this year. It really looks the part too. 

Despite having more power and using the same 95kWh battery, claimed range is greater (580 vs 567km) and energy use less (18 vs 18.6kWh/100km). Which is a good trick. 

For many the battery range of modern electrics is still a sticking point. Because a maximum of up to 580km WLTP sounds nice but good luck achieving that. We rezipped the battery to 100 per cent and each time it registered just under 450km. Used in town you’d probably expect around 500km of range. We took it out of town and it used 20 per cent of charge for 100km. So that 500 mark seems about right. Perhaps even more with regen. And on that, the SQ6 e-tron has a great system. It coasts normally but paddles have mild and moderate settings, or you can go adaptive. That’s not easy to find in the touchscreen, hidden under ‘More’. Alternatively, you can pull the ‘shift lever’ to the B position and that really does slow you down in a hurry.

More power and more go 

So how does this differ from the regular Q6 S-Line? More power, natch, 360kW and 855Nm, which means more shove, dispatching the 0-100 discipline in a measured 4.2sec, so it’s barely slower than close cousin Macan 4S. Only this is less expensive at $169,990; the 4S is $15k more. And this SQ6 is $14k more than the S line, by the by. 

Practicality is assured, with a braked tow capacity of 2400kg, though this will impact range. Still, you can evidently add 250km in 10min on a hypercharger and 10-80 per cent takes 20min. All of which is still cheaper than refuelling. But hyperchargers aren’t exactly thick on the ground.

The overtaking time is over a half second quicker than the S line at 2.5sec but that substantial kerb weight (2350kg) does impact on the accumulation of speed. It’s the same for the braking performance, an emergency stop in the 36m area not quite what we’d have expected. But then you don’t need to go near the brakes much with the handy regen settings.

Heavily laden 

Being the top of the range, this has plenty of gear, right down to massaging Nappa leather seats and 3D sounds by B&O. But there’s also plenty of complexity. Quality time spent with the dealer will help with orientation. Once familiar, it’s easy enough to drive but the touchscreen layout could do with simplification. Even just saving preferred stations to favourites isn’t that straightforward. Having shortcuts helps with regularly used items like lane keeping off. 

While there’s complexity, other things are simple enough. After unlocking, just hop in and select D to get underway. Seats retract to make entry easier. Seat heater operation is one-touch simple, so too the wheel warmer. Adaptive cruise is on a hidden wand but with familiarity it’s fine. We like the head-up display, vivid, skimming along on the road in front of you. It doesn’t appreciate you tailgating; large red arrows in the HUD suggest you back the hell off. This machine has quite the light show on start up too, and ambient lighting reminds you to turn off indicators lest you forget.

Rides so nice

Perhaps the most disappointing aspect of the SQ6 is its handling.  Not that it’s off or anything but there’s no hiding lots of weight carried high. With F1 Eagle rubber and quattro AWD this has stacks of grip. And essentially it has a neutral mien, though you can coax it into mild oversteer with the throttle. But the weight is ever present and doesn’t really encourage you to press on. It’s not like the smaller Audi S saloon vehicles, but then they aren’t zero emissions either. 

Nothing awry with the ride though, quite the opposite thanks to modern air suspension. Cushy in town, and even in Sport mode it’s never crashy. The cabin’s quiet too.  

Practical in the main

As we’d noted with both Macan and Q6 S line, the rear seat legroom isn’t quite what you might expect of something almost 4.8m in length and it’s better for two in the rear than three. Luggage capacity is generous though, down just a tich on S line. There’s still 514-1517L, the split folding done by levers in the rear. And there are handy storage spaces beneath and up front for cables and such.

To my mind, compact EVs at present make the most sense, with modest battery packs, around 50-60kWh. Anything bigger needs a larger battery which adds weight and it chews through the range faster. Still, modern batteries do recharge quickly. 

The same essentially applies for the PHEV alternatives. And that’s why at present, larger electric anything luxury isn’t selling so well. It won’t always be like this but currently folk after such things prefer petrol power, and mild hybrids in particular. Handily Audi has many options. There’s petrol SQ5 that’s just as big and quick for $150k. Still want electric but hanker for more dynamics? The lower riding A6 Avant S line is similar money and performance to SQ6. There’s also an SQ6 Sportback if you want an SUV with a coupe-style roofline. Or you could go slightly more compact with the Q4 55 e-tron, not quite so fast – similar to Q6 e-tron S line – but $120k instead. Nice to have all those options.  

Audi SQ6 e-tron
$169,990  /  18.0kWh/100km  /  0g/km
0-100 km/h 4.20s
80-120 km/h 2.52s (71.27m)
100-0 km/h 36.16m
Speedo error  97 at an indicated 100km/h
Ambient cabin noise  70.4dB@100km/h
Motor output  360kW
Max torque  855Nm
Battery  94.9kWh
Range  580km
Drivetrain  Single-speed auto / AWD
Front suspension  Wishbones / air springs
Rear suspension  Multilink / air springs
Turning circle  12.1m (2.4 turns)
Front brakes  Ventilated discs (376mm)
Rear brakes  Ventilated discs (350mm)
Stability systems  ABS, ESP, TV
Safety  AEB, ACC, BSM, LDW, RCTA, ALK, AHB
Tyre size  f-255/45R21  r-285/40R21
Wheelbase  2889mm
L/W/H  4771 / 1939 / 1685mm
Track  f-1661mm  r-1646mm
Luggage capacity  f-64L / r-514-1517L  
Tow rating  750kg (2400kg braked)
Service intervals  12months / 15,000km
Scheduled servicing  3yrs
Warranty  5yrs / 150,000 km
ANCAP rating  ★★★★★ (2024)
Weight (claimed)  2350kg