Audi of America announced estimated range specifications and delivery timings for the all-new 2025 Q6 e-tron. Expected to arrive in U.S. dealerships in the fourth quarter of 2024, the all-new Q6 e-tron brings Audi electrification to the largest automotive segment – the mid-size luxury SUV segment.
As the first Audi model built on the all-new Premium Platform Electric (PPE), the Q6 e-tron and SQ6 e-tron represent the brand’s fourth fully electric model line. The Q6 e-tron is the new benchmark for the brand balancing driving dynamics, range, lighting and infotainment technologies, and everyday usability.
Epitomizing the brand’s philosophy of Vorsprung durch Technik – or “progress through technology”– the Q6 e-tron marks the next big step for Audi electrification to deliver a seamless EV ownership experience. The Q6 e-tron incorporates thoughtful improvements to motor construction and battery technology, both of which advance the efficiency and performance of the new model over the first generation of Audi EVs, and make this the brand’s most advanced electric powertrain yet. In addition, the Q6 e-tron has a robust suite of standard and available safety-enhancing features on offer.
The Q6 e-tron also marks the launch of the brand’s latest infotainment system, including an all-new user interface and digital user experience. As customers have come to expect, the latest model from Audi also debuts the next-generation of the brand’s characteristic advanced lighting technology; incorporating new features which can help enhance visibility and personalization options for owners with both LED and OLED technologies.
With a preliminary manufacturer’s estimated electric driving range of more than 300 miles on the EPA test cycle with standard equipment, the peace of mind of available quattro all-wheel drive, and 270 kW DC fast-charging capabilities, the Q6 e-tron instills confidence to comfortably go to more destinations and recharge quickly to keep the adventures rolling. Thanks to the high-degree of scalability with the PPE, future Q6 e-tron models will include rear wheel drive, a sleek Sportback variant and more potent RS versions; each expected to be announced from 2025 onward and joining the U.S. lineup.
The 2025 Audi Q6 e-tron and SQ6 e-tron are anticipated to arrive in U.S. showrooms in the fourth quarter of 2024; full pricing and options will be available later this year.
Powertrain, performance, and range
The 2025 Audi Q6 e-tron will launch in the U.S. with the Q6 e-tron quattro and SQ6 e-tron, both of which come standard with all-wheel drive. The Q6 e-tron quattro offers 422 hp (456 hp with launch control), delivering an estimated 0-60 mph time of 4.9 seconds with launch control from its two (F/R) electric motors. A top track speed of 130 mph, and 307 miles of electric range are expected on the EPA test cycle with standard equipment, based on preliminary manufacturer estimates. The Q6 e-tron comes standard with 19-inch wheels, with optional 20-inch designs available.
The SQ6 e-tron makes 483 hp (509 hp with launch control) and delivers an estimated 0-60 mph time of 4.1 seconds with launch control, a top track speed of 143 mph, and is expected to achieve an electric range of 276 miles on the EPA test cycle with standard equipment, based on preliminary manufacturer estimates. Beyond the additional power, the SQ6 comes standard with 20-inch wheels (with 21-inch wheels available), red brake calipers, and a sport adaptive air suspension.
Both the Q6 e-tron and SQ6 e-tron models feature 5-link independent front and rear suspensions, and are rated to tow up to 4,400 pounds, making them easily capable of towing a pair of trailered jet skis, or pop-up/small travel trailers.
As part of the new PPE, Q6 e-tron quattro models include a new asynchronous AC induction motor (ASM) on the front axle as well as a newly designed permanently excited synchronous AC motor (PSM) on the rear axle. The motors’ compact designs were engineered for scalability and adaptation based on application; in addition to the Q6 e-tron, the motors will power a number of future Audi products underpinned by the new PPE architecture. Torque output can be varied by simply adjusting the length of the motor. The new electric motors also require about 30 percent less installation space than those previously used in other Audi EV models. Additionally, the new design has made it possible to reduce the weight of the motor by about 20 percent from similarly sized previous generation Audi motors. The front ASM motor, operating at a 9.191:1 final drive ratio, weighs only 193 pounds; while the rear motor (9.242:1 final drive ratio), weighs only 261 pounds.
A significant advantage of the redeveloped electric motors is their efficiency. The primary contributors to this are a new hairpin design of the windings in the stator, the addition of silicon carbide semiconductors in the pulse width modulating inverter, and a dry-sump electric oil pump in the transmission. The new hairpin winding maximizes current conduction in the electric motor’s stator and allows for higher winding counts. The fill factor has increased to 60 percent, instead of 45 percent when compared to the previously used conventional motor windings. In total, losses caused by drag in the electric drive systems were reduced by approximately 50 percent from the first-generation of Audi electric drive systems.
When accelerating under full power, the asynchronous motor (ASM) on the front axle of Q6 e-tron quattro models is almost instantly engaged. Due to the nature of its construction, the ASM does not contain any magnets – instead generating its magnetic field through induction – so when unpowered, it can spin freely without significant drag losses. The rear axle features the extremely compact new PSM motor, which is exclusive to the Q6 e-tron series.
The direct cooling of the rear electric motor with oil via a dry-sump electric oil pump, which is used for the first time, keeps components like the stator winding and permanent magnets in the rotor in the optimal temperature range. As a result, the drive system’s power-to-weight ratio for the PPE electric drive system is about 60 percent higher than that of the first-generation Audi electric drive systems.
Motor acoustics have also been improved versus previous generation Audi EVs. Casting the motor mounts directly onto the housing structurally optimizes the acoustic transfer path, while segmenting the rotor reduces the amplitude of the spatial harmonics, resulting in NVH improvements over the first-generation Audi e-tron.
Battery size and charging capabilities
As part of its new PPE architecture, the 2025 Q6 e-tron features an entirely new battery structure operating at 800 volts. The lithium-ion battery pack is composed of 12 modules of 15 prismatic cells connected in series for a total of 180 cells, with a total gross capacity of 100 kWh (94.4 kWh net). The 800V technology which underpins the battery technology allows future production of the Q6 e-tron to be updated as charging capabilities advance, today however maximum DC fast-charging capacity of 270 kW is standard.
The elevated 270kW DC fast charging rate can bring the Q6 e-tron from a 10 to 80 percent state of charge (SoC) in about 21 minutes, and enables truly useful short charging stops, with up to 135 miles of additional range added in roughly 10 minutes at a 270 kW-equipped DC fast charging station, under ideal conditions. This elevated fast-charging capability is fundamentally enabled by the 800-volt architecture, the new preconditioning feature of the battery, and the PPE’s new predictive thermal management.
If a charging station works with 400V technology, the Q6 e-tron can also, for the first time, enable bank charging. The 800V battery is automatically divided into two batteries at equal voltage, which can then be charged in parallel up to 135 kW. Depending on the state of charge, both halves of the battery are first equalized and then charged simultaneously, shortening overall recharge times.
The Q6 e-tron arrives standard with the enormously convenient Plug & Charge function, which streamlines the charging process at selected public charging stations. At compatible Electrify America charging stations and when activated in an account, the Plug & Charge feature will automatically authorize and confirm billing via encrypted vehicle to infrastructure (V2i) communication; activating the charger when the charging plug is inserted into the vehicle, forgoing the need to produce a credit card or RFID payment at the charger.
Standard level 2 AC charging, most commonly used with home chargers, is supported at rates up to 9.6kW (240V/40A). An optional onboard charging setup, available at a later date, will support AC charging rates up to 19.2 kW (240V/80A). The charging port covers can be conveniently opened electronically via the MMI display or opened conventionally on the cap itself with gentle pressure on its capacitive center. After the charging cable is removed, the charging port closes automatically.
An important component in increasing the efficiency and therefore the range of the Q6 e-tron is the advanced recuperation system. Around 95 percent of all everyday braking events can be handled by this setup, and the Q6 e-tron recuperates braking energy at up to 220 kW.
The regenerative braking system on the Q6 e-tron is more seamless than ever, being significantly further developed on the PPE thanks to axle-specific brake blending, which helps improve the natural brake-pedal modulation feel. The regenerative brakes also have five different modes, including a true One-Pedal Drive B-mode that will bring the vehicle to a complete stop at braking forces up to 0.25 g with no low-speed creeping. Three manual deceleration modes controlled by the steering-wheel paddles all provide the familiar low-speed creep found in combustion vehicles and can be set for strong deceleration (0.15 g), medium deceleration (0.06 g) or coasting. A fifth deceleration mode, Auto, helps optimize efficiency by utilizing the forward-facing camera to determine if regenerative braking or coasting is more efficient depending on traffic and road gradient, while also providing low-speed creep.
