Audi unveils Q6 e-tron: a new standard for next-gen premium EVs
Today, Audi is unveiling the Q6 e-tron, a next-gen electric vehicle based on the new PPE platform co-developed by Audi and Porsche.
It is going to compete in the highly popular midsize SUV segment, and when it comes to specs and design, I think the German brand has a winner. But pricing is not available yet.
Disclosure: Audi paid for my flights to and from Munich, and my hotel stay so that I could get a “sneak preview” of the Q6 e-tron. The company had no say in our reporting, nor did it ask to.
Last week, Audi brought a bunch of auto journalists and myself to Munich to get briefed on the PPE platform, a new EV platform co-developed by Audi in Porsche, and get a first look at the German brand’s first vehicle built on it: the Q6 etron.
Electrek already checked out the Porsche Macan EV, the other PPE-based vehicle coming to market this year, but we are excited to see Audi’s own take on it.
While several legacy automakers are pulling back on their electrification plans, I made sure to poke around last week and gauge the German company’s own level of commitment to its electrification effort. I was pleased to hear that Audi is still committed to stopping launching new internal combustion engine vehicles by 2027 and going all-electric by 2033.
The launch of the Q6 e-tron makes this much more realistic as it not only comes based on a next-gen EV platform bringing a lot of improvements compared to Audi’s other EV platforms, but it also completes its SUV EV lineup with the Q4 e-tron and Q8 e-tron.
Audi Q6 e-tron’s new PPE platform tech
My main complaint about Audi’s electric vehicles was their efficiency. There were a few reasons for that. The automaker was, and still is to a lesser degree, fairly conservative with a big buffer on its battery packs.
Of course, Audi also makes premium SUVs packed with features, which makes it quite a challenge to achieve a high level of efficiency.
But with the PPE, Audi is benefiting from a much more efficient electric powertrain that helps make the Q6 e-tron much more efficient than previous generations.
At the battery level, PPE includes improvements at every stage, from the cells to the pack:
Audi is now using much more energy-dense CATL NMC cells in a prismatic form factor. It also increased the size of its modules with 15 cells per module and 12 modules per pack.
At the pack level, Audi’s PPE pack is more efficient in design with a new thermal management system.
For the Q6, the battery pack has a total capacity of 100 kWh and a useful capacity of 94.9 kWh:
The European market will get a version with the two middle modules removed for a total capacity of 83 kWh, but like with its other electric SUVs, Audi doesn’t believe that it’s worth bringing vehicles with shorter ranges to market in the US.
At the drive unit level, Audi has also made some major improvements with the PPE platform both on the power and torque density and with efficiency:
This was achieved through a bunch of improvements to advanced cooling and lubrification systems, amongst other things.
With the Q6, Audi is using an asynchronous motor on the front axel and a permanent magnet motor on the rear.
Audi has also improved battery preconditioning,w which now has an even greater impact on charge time:
The automaker already had a great charging curve, but it now says that the new battery pre-conditioning can shave off 18 minutes of charging in cold temperatures.
Speaking of cold temperatures, the Q6 is equipped with a new heat pump integrated with the powertrain thermal management system:
Heat pumps are a great way to minimize the impact of climate control on range. They are generally seen as particularly useful in colder climates, but Audi has shared some interesting data about their impact.
The automaker claims that the new heat pump in the Q6 e-tron can increase the range by 30 km (~19 miles) between -10°C to 20°C (14°F to 68°F):
Beyond all these efficiency and performance improvements, the PPE also brings scalability and cost improvements.
Audi Q6 e-tron Design
The Q6 is a midsize SUV coming to complete the electrification of Audi’s SUV lineup. It sits between the smaller Q4 and bigger Q8, while being the electric counterpart to the popular Q5.
The brand is doing something where the even numbers are electric and odd numbers ICE.
The Audi Q6 e‑tron has a length of 4,771 millimeters (15.6 ft), a width of 1,993 millimeters (6.5 ft) and a height of 1,648 millimeters (5.4 ft) – making it just a smidge bigger than the popular Tesla Model Y.
The vehicle has an extremely long wheelbase with short overhands and a high front-end – giving it an aggressive-looking stance despite some mostly soft lines on the sides.
It has a well-executed fake grille.
From the back, you can see the more classic Audi look:
You have 10 different wheel design options for the Q6 from 19″ to 21″.
The back also features the new second-generation digital Audi OLED lights. There are some really cool things Audi can do with those, but unfortunately, some of the functionalities, specifically everything with motion, won’t be available in the US due to regulations.
You will still be able to configure some static ‘light signatures’, which is pretty cool.
The front trunk or frunk is nothing huge, but it’s big enough to hold a small piece of luggage or your mobile charger.
It holds 64 liters (2.2 cu ft) of storage space.
The trunk is much more spacious at 526 liters (18.5 cu ft) of storage space with the backseat up. If you fold them down, the storage space increases to up to 1,529 liters (53.9 cu ft).
Moving to the interior, you will find a variety of interesting materials. I was particularly impressed by the version that I saw at the sneak preview, which had some cool cloth and mesh materials, but we were unfortunately told that some wouldn’t make it to the North American version of the car.
Nonetheless, the interior is solid with a large back seat that can comfortably seat people much taller than 6 ft.
You have a center console that folds in the middle and two USB C plugs underneath the rear climate controls.
But the cockpit is where the fun is at. The star of the show is a new curve display that actually consists of two screens: an instrument cluster in front of the driver and a touchscreen at the center of the dash:
There’s also an optional passenger display that has a privacy mode limiting the field of view so that the content is not visible to the driver. It enables the passenger to safely play videos on the screen while the car is moving.
As if that’s not enough, there’s also an optional heads-up display for the driver. It’s one of the best I’ve seen so far. It’s bright and covers a very large area that interacts with its environment, like integrating navigation.
Now, all of these screens are powered by new software built on the Android Automotive operating system. It’s smoother, allows easier and more in-depth software updates, and allows better and faster integration of third-party apps.
This should be a big step up in user experience inside the vehicle.
Audi Q6 e-tron Specs
During the sneak preview, we mainly saw the European versions of the Q6 and their specs, but Audi America has released some official specs and estimates.
For example, the North American market is actually getting more powerful motors on the Q6 e-tron.
Here’s what Audi is releasing so far in terms of specs for the US market:
Q6 e-tron quattro |
SQ6 e-tron | ||
| Horsepower | 315 kW (422 hp) nominal- 340 kW (456 hp) launch control | 360 kW (483 hp) nominal – 380 kW (510 hp) launch control | |
| 0-60 mph Acceleration | Est. 5.0 secs. with launch control | Est. 4.2 secs. with launch control | |
| Top Speed | 210 km/h (130 mph) | 230 km/h (143 mph) | |
| Range | The standard Q6 60 e-tron quattro achieves over 300 miles of range on the EPA test cycle based on preliminary manufacturer estimates. | To be announced later this year. | |
| Charging | DC Fast Charging: 270 kW HPC @ 800 volts, capable of 10-80% SOC in 21 mins.AC Charging: 9.6kW (240V/40A) | DC Fast Charging: 270 kW HPC @ 800 volts, capable of 10-80% SOC in 21 mins.AC Charging: 9.6kW (240V/40A) | |
| Lighting | Due to U.S. regulations, certain lighting functionalities are not available. More information will follow later this year. | Due to U.S. regulations, certain lighting functionalities are not available. More information will follow later this year. | |
When it comes to the range, Audi is only confirming “over 300 miles) on the EPA test cycle, but I wouldn’t be surprised if it gets much more than that as it is getting 625 km (388 miles) on the WLTP standard.
Audi has always had a strong charging curve in its electric vehicles, and the Q6 e-tron with the PPE platform is no exception.
It’s capable of charging at 270 kW on a 800-volt system and 135 kW on bank charging on 400-volt.
But the really impressive thing is how the powertrain is able to keep the high charge rate at a high state of charge. Here’s the full charge curve:
The Q6 e-tron also has a strong 220 kW regenerative braking, and to our enjoyment, Audi is bringing a true one-pedal driving experience to the Q6 e-tron. You can choose between 4 different levels of regen braking with the top one allowing for one-pedal driving and a complete stop.
The electric SUV also comes with adaptive cruise control powered by a front camera, radar, and ultrasonic radars.
Exact pricing and availability have not been released just yet, but it is coming to Europe in the next few months and in North America toward the end of the year.
As for pricing, Audi has limited its communication to “between the Q4 and Q8,” which starts at $50,995 and $73,700, respectively.
No NACS for the Audi Q6 e-tron
This is a real bummer, but it’s not too bad, considering it might be the only real objective downside to this new entry from the German brand. Everything else is either great or subjective.
You also can’t really blame Audi, as it is more of a timing issue than anything. The automaker has announced plans to adopt NACS in North America, but the Q6 is coming a bit too soon for integration, which will come to new vehicles coming in 2025.
Owners are going to have to use an adapter to access the Supercharger network.
On the bright side, the Q6 e-tron has a great charging curve and also two charge ports. The DC-capable driver-side charge port is well located for the Supercharger network, and the passenger charge port is great for street charging.
Electrek’s Take
If you can’t tell yet, I really like this SUV. I only drove it for a few minutes, and it was a nice fully-loaded SQ6 with air suspension, so my driving impressions aren’t worth that much, but I enjoyed it quite a bit.
Audi is selling about 75,000 Q5 SUVs a year in the US now, and it expects the Q6 to take over that market as it transitions entirely to EVs over the next 10 years.
That’s a big and scary transition for a legacy automaker, but I think the Q6 e-tron should give them confidence going into it. Based on everything I’ve seen so far, it is highly competitive on the higher end of this segment. Emphasis on higher end. This is very much a premium and highly customizable vehicle.
The PPE platform looks like a solid base on which Audi built an interesting design packed with high-tech features, from the lighting to the HUD to the Android-based OS.
Obviously, Model Y comparisons are going to come since it’s now the world’s best-selling vehicle, and it also competes in the midsize SUV segment. During its own sneak preview in Germany last week, Audi itself identified the Model Y as a competitor.
That said, I don’t expect it to compete price-wise, especially in the US, since Audi doesn’t have access to the tax credit as it doesn’t have a US factory. If it does compete with the Model Y, it will mainly shave some demand off the top from customers looking for a more premium experience.
The Q6 e-tron will likely start at closer to ~$60,000, and you will be able to add options probably close to $80,000.
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EV and battery supply chain research specialists Benchmark Mineral Intelligence reports that 2.0 million electric vehicles were sold globally in November 2025, bringing global EV sales to 18.5 million units year-to-date. That’s a 21% increase compared to the same period in 2024.
Europe was the clear growth leader in November, while North America continued to lag following the expiration of US EV tax credits. China, meanwhile, remains the world’s largest EV market by a wide margin.
Europe leads global growth
Europe’s EV market jumped 36% year-over-year in November 2025, with BEV sales up 35% and plug-in hybrid (PHEV) sales rising 39%. That brings Europe’s total EV sales to 3.8 million units for the year so far, up 33% compared to January–November 2024.
France finally returned to year-to-date growth in November, edging up 1% after spending most of 2025 in the red following earlier subsidy cuts. The rebound was led by OEMs such as the Volkswagen Group and Renault, a wider selection of EV models, and France’s “leasing social” program, aimed at helping lower-income households switch to EVs.
Italy also posted a standout month, logging record EV sales of just under 25,000 units in November. The surge followed the launch of a new incentive program designed to replace older ICE vehicles. The program earmarks €597.3 million (about $700 million) in funding for the replacement of around 39,000 gas cars.
The UK expanded access to its full £3,750 ($4,400) EV subsidy by adding five more eligible models: the Nissan Leaf (built in Sunderland, with deliveries starting in early 2026), the MINI Countryman, Renault 4, Renault 5, and Alpine A290.
US market slows after federal tax credit’s premature death
In North America, EV sales in the US did tick up month-over-month in November, following a sharp October drop after federal tax credits expired on September 30, 2025. Brands including Kia (up 30%), Hyundai (up 20%), Honda (up 11%), and Subaru (232 Solterra sales versus just 13 the month before) all saw gains, but overall volumes remain below levels when the federal tax credit was still available.
Policy changes aren’t helping. In early December, Trump formally “reset” US Corporate Average Fuel Economy (CAFE) standards, lowering the required fleetwide average to about 34.5 mpg by 2031. That’s a steep drop from the roughly 50.4 mpg target under the previous rule. Automakers can now meet the standard largely through gas vehicles, reducing pressure to scale BEVs and PHEVs.
Those loosened rules are already reflected in investment decisions, such as Stellantis’ $13 billion plan to expand US production by 50%, with a heavy focus on ICE vehicles. Earlier this year, Trump’s big bill set fines for missing CAFE targets to $0, further weakening the incentive for OEMs to electrify.
That’s some foolish policymaking, considering the world reached peak gas car sales in 2017. The US under Trump will be left behind, just as it will be with its attempts to revive the coal industry.
China still dominates, exports surge
China remains the backbone of global EV sales, even as growth slows. The Chinese market grew 3% year-over-year and 4% month-over-month in November. Year-to-date, EV sales in China are up 19%, with 11.6 million units sold.
One of the biggest headlines out of China is exports. BYD reported a record 131,935 EV exports in November, blowing past its previous high of around 90,000 units set in June. BYD sales in Europe have jumped more than fourfold this year to around 200,000 vehicles, doubled in Southeast Asia, and climbed by more than 50% in South America.
Global snapshot
Global EV sales from January to November 2025 vs January to November 2024, YTD %:
- Global: 18.5 million, +21%
- China: 11.6 million, +19%
- Europe: 3.8 million, +33%
- North America: 1.7 million, -1%
- Rest of World: 1.5 million, +48%
The takeaway: EV demand continues to grow worldwide, but policy support – or the lack thereof – is increasingly shaping where this growth shows up.
“Overall, EV demand remains resilient, supported by expanding model ranges and sustained policy incentives worldwide,” said Rho Motion data manager Charles Lester.
Read more: EV sales *still* have not fallen, cooled, slowed or slumped. Media is lying to you.
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The Elexio is Hyundai’s first electric SUV custom-tailored for the Chinese market, but now it’s headed overseas.
Hyundai is bringing the Elexio electric SUV overseas
Hyundai’s midsize electric SUV was spotted on a carrier truck in Melbourne, Australia, alongside a few of its other vehicles.
Although the Elexio is built by Hyundai’s joint venture with BAIC Motor, Beijing-Hyundai, “tailor-made for Chinese consumers,” we had a feeling it would be sold overseas.
A few months ago, Don Romano, CEO of Hyundai Australia, hinted that the midsize electric SUV could arrive in The Land Down Under. Romano told journalists during an IONIQ 9 launch event that the Elexio’s launch in Australia was “under evaluation,” calling it “a promising vehicle.”
Hyundai confirmed the rumors shortly after, saying the new midsize electric SUV would launch in Australia in early 2026.
According to CarsGuide, the Elexio was caught on a car carrier in Melbourne on Wednesday morning ahead of its official launch.
Powered by an 88.1 kWh battery, the Elexio delivers up to nearly 450 miles (722 km) CLTC range. It’s based on the E-GMP platform, which underpins all IONIQ models and Kia’s EV lineup, with single and dual-motor (AWD) powertrain options. The electric SUV can also recharge from 30% to 80% in about 27 minutes.
The interior is packed with advanced Chinese tech, including Huawei’s advanced driver-assistance systems (ADAS) and a Qualcomm Snapdragon 8295 chip that powers the massive 27″ 4K widescreen display.
The Elexio is 4,615 mm long, 1,875 mm wide, and 1,698 mm tall, with a wheelbase of 2,750 mm, which is a bit shorter than the Tesla Model Y. It’s closer in size to the BYD Yuan Plus, sold overseas as the Atto 3.
Hyundai’s midsize electric SUV is expected to compete with some of Australia’s top-selling EVs, including the Tesla Model Y and Geely EX5.
Prices have yet to be announced, but given the IONIQ 5 starts at $76,200 (AUD), before on-road costs, the Elexio should be slightly cheaper.
In China, the Elexio is available in three trims: Fun, Smart, or Tech, with pre-sale prices starting at RMB 119,800 ($16,900).
Although the electric SUV is launching in Australia and possibly other overseas markets like New Zealand, it’s not expected to be a true global vehicle. Hyundai designed it specifically for Chinese buyers, leveraging local tech and design elements.
For those in the US, if you’re looking for a midsize electric SUV, the IONIQ 5 is worth a look with 300+ miles of range, fast charging, and a spacious, tech-filled interior. With leases starting at just $189 a month, the IONIQ 5 is cheaper than most gas-powered cars in its class. You can use our link to find the Hyundai IONIQ 5 models closest to you.
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Iron-sodium battery makers Inlyte Energy just crossed an important line from lab to grid reality. The company has completed a factory acceptance test of its first field-ready iron-sodium battery energy storage system with reps from a major US utility in attendance.
Iron-sodium battery storage
The test took place at Inlyte’s facility near Derby in the UK, and was witnessed by representatives from Southern Company, one of the largest electric utilities in the US. The goal was to prove the performance and integration readiness of the whole system, which combines sodium metal chloride battery cells with inverters and control electronics. By Inlyte’s account, the system performed as expected and is ready for field deployment.
The energy storage market is growing fast, and utilities are looking beyond lithium‑ion. Iron-sodium battery storage systems are emerging as a compelling alternative to lithium-ion batteries for grid-scale use, as they rely on abundant, low-cost materials and offer strong safety and long-duration performance.
While lithium-ion batteries excel at fast response and short-to-medium-duration storage, iron-sodium systems are better suited for multi-hour to multi-day grid applications where cost, thermal stability, and long service life matter more than energy density.
The global energy storage market is projected to grow from approximately $70 billion in 2025 to over $150 billion by 2030. The US Department of Energy estimates the grid will need more than 225 gigawatts of long‑duration energy storage by 2050.
Inlyte is betting that iron‑sodium batteries can help fill that gap. The system tested in the UK utilizes what the company claims are the world’s largest sodium metal chloride battery cells and modules ever built, each capable of storing more than 300 kilowatt-hours of energy. The chemistry is designed to be lower-cost, safer, and longer-lasting than lithium-ion – key traits for grid-scale storage.
During the factory test, Inlyte’s battery system hit 83% round‑trip efficiency, including auxiliary loads. That puts it in the same range as high-performance lithium-ion systems and well above the roughly 40% to 70% efficiency typical of many other long-duration energy storage technologies. Southern Company’s R&D team observed the test in person, a step that helps clear the way for real‑world deployment.
The commercial plan
Next up: the field. Inlyte says its first energy storage systems will be installed at Southern Company’s Energy Storage Test Site in Wilsonville, Alabama, in early 2026. Those deployments will allow the utility to study how the iron‑sodium batteries perform under real grid conditions.
With technical readiness now demonstrated, Inlyte is turning its focus to US manufacturing. The company plans to finalize a site for its first domestic factory in 2026. To help speed that process, Inlyte has partnered with HORIEN Salt Battery Solutions, the world’s largest producer of sodium metal chloride batteries. HORIEN brings over 25 years of commercial experience across applications like critical power, remote industrial sites, and battery energy storage.
The plan is to combine HORIEN’s manufacturing know‑how with Inlyte’s system integration work to bring sodium‑based grid batteries to the US market. If all goes according to plan, Inlyte expects commercial deliveries of domestically produced systems to begin in 2027.
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