Audi A6 e-tron first drive: power, range, and luxury in a sleek design
We had a chance to test drive the Audi A6 e-tron, the German automaker’s second next-gen electric vehicle based on its new PPE platform, in Tenerife, Spain, a few weeks ago.
It delivers power, luxury, and an impressive range in a sleek design.
Disclaimer: Audi paid for my flights and lodging to go test out the A6 in Spain.
Outside of the e-tron GT, Audi has focused on SUVs when it comes to releasing new electric cars: the original e-tron, Q4, and Q8.
However, the German automaker has ambitions to electrify its entire lineup, and things are now moving faster with the introduction of the PPE platform, a new and long-awaited all-electric performance platform co-developed with Porsche.
Earlier this year, the automaker introduced the Q6 e-tron, its first vehicle based on the PPE, and we were quite impressed. The vehicle is much more efficient than Audi’s previous EVs, and it feels like the automaker is starting to settle into the role of producing electric vehicles.
The Q6 is an Audi, with all its performance and luxury, and a solid electric vehicle with a more than decent range and impressive charging capacity.
Audi A6 e-tron
Unsurprisingly, since it is based on the same platform, the Audi A6 has impressed me as much as the Q6 for the same reasons, but the form factor is more efficient. And you know I love my vehicles efficient.
The A6 is the most aerodynamic Audi ever, with a 0.21 drag coefficient in its most aerodynamic configuration. Unfortunately, we will not get it in North America because it involves replacing the side mirrors with cameras.
The North American version still gets an impressive 0.23 drag coefficient. The wheels can also make a big difference, and Audi offers many options.
Audi has already confirmed an EPA range of 370 miles (595 km) on the NA version of the A6 with 20″ wheels, but the automaker told us at the drive event that the upcoming 19″ wheels should enable 390 miles (628 km) of range.
That’s achieved on the same 100 kWh (94.4 kWh usable) battery pack.
Another reason the A6, like the Q6, achieves impressive range and efficiency is its strong regenerative braking.
Audi is taking the approach of offering a wide range of different regen braking strengths and modes, including applying the regen when using the brake pedal, but I personally exclusively use it in one-pedal driving mode (B). Once you get used to it, it’s hard to go back.
It makes the car more efficient and fun to drive.
At one point, we drove up to Mt. Teide, a dormant volcano on the island, at about 2 km of altitude. We were at about 250 km of range when I started driving back down to the hotel, which was on the coast about 68 km away.
We arrived at the hotel with about 300 km of range. That’s just awesome, and it’s not like I was trying to hypermile the A6. I was actually driving relatively aggressively, passing people, and we did about a dozen kilometers on the highway.
In terms of the actual driving experience, it was extremely reminiscent of the Q6 with a lower driving position. The cabin is dead quiet, which is the main feature of a luxury vehicle in my book. In dynamic mode, the steering is really responsive and you can always for more relaxed comfort modes.
The heads-up display clear and useful without being obnoxious.
The seats are incredibly comfortable, especially in the S6, the performance version of the A6, but you also have great options in the regular A6 or the S line A6, which adds S6 features without the performance.
I didn’t get to try these, but I thought they looked stunning:
Speaking of the performance, the basic rear-wheel drive with an output of 270 kW (280 kW with Launch Control) is plenty powerful. It gives you the peppiness that is so fun about EVs without being some crazy power.
If you want crazy power, the S6 can give you that. Even though we are more talking about a luxury family sedan, the dual motor all-wheel-drive powertrain can deliver 370 kW (405 kW with Launch Control) for a 0 to 60 mph in just 3.7 seconds.
It’s important to note that the higher performance level also comes with lower efficiency with the S6 getting 324 miles (521 km) of range.
That’s still more than a decent range, especially when combined with Audi’s impressive charging capability.
The A6 has a peak charge rate of 270 kW, but the charging curve is more impressive than the peak charge rate:
It makes the Audi A6 a great road trip car with the main downside being that it doesn’t have NACS in North America. Audi has locked the design a little too early for NACS integration.
This means that A6 owners must use an adapter to use the Supercharger network in North America.
Speaking of road trips, I was impressed by both the trunk opening and the overall space in the back without even having to lay down the back seat:
Audi had the Avant (wagon) version of the A6 at the drive event, but unfortunately, it was off-limits for us North American reporters since the automaker doesn’t plan to launch it in the US or Canada.
I think wagons look cool; it’s a bummer that they don’t sell well in North America. However, I have to say that I checked the Avant’s trunk compared to the sedan Sportback version and there wasn’t a big difference.
Audi A6 Pricing and Availability
We don’t have US pricing yet. That’s expected to arrive early next year before the A6 hits US dealerships a few months later.
Audi has released EU pricing for the “upper mid-range models”, which start at at 75,600 euros for the A6 Sportback e-tron performance and 77,250 euros for the A6 Avant e-tron performance. The S6 Sportback e-tron costs 99,500 euros and the price for the S6 Avant e-tron is 101,150 euros.
Electrek’s Take
Much like the Q6, I feel the A6’s main downside in North America is that it doesn’t come standard with a NACS connector.
If that’s your main downside, you are doing well since it just means that the few times a month you want/need to use a Supercharger station, you have to use an adapter. No big deal.
Speaking of charging, the A6 also has an interesting advantage on that front: an optional dual charger port.
You can have a CCS DC fast-charging capable port on the driver’s side and a level 2 J1772 on the other side. This can be super practical for people who often have the charge on city streets.
We still need to see the official pricing in the US on this, but I think with the range, efficiency, quiet cabin, and overall luxury, the 390-mile RWD A6 could prove to be a very interesting new entry in the EV market.
What do you think? Let us know in the comment section below.
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A new review of US Energy Information Administration (EIA) data by the SUN DAY Campaign reveals that solar delivered almost 9% of US electricity in the first half of 2025. Wind and solar combined produced just over one-fifth of the country’s electricity, while renewables as a whole hit nearly 28%.
Solar’s record-breaking growth
EIA’s latest monthly Electric Power Monthly report (with data through June 30, 2025) confirms that solar kept its streak as the fastest-growing major source of US electricity. In June 2025 alone, solar soared. Utility-scale solar power plants cranked out 30.1% more electricity than in June 2024, while rooftop and other small-scale solar systems grew by 10.5%. Combined, solar generation jumped 25% year-over-year and made up 10.2% of US electricity that month.
Looking at the first six months of 2025, utility-scale solar expanded by 37.6%, and small-scale systems rose 10.7%. Together, they grew nearly one-third (29.7%) compared to the same period in 2024. That meant solar provided 8.7% of all US electricity in January-June, up from 6.9% the year before.
That’s a milestone: Solar is now producing almost 45% more electricity than hydropower (6.0%), and it’s generating more than hydropower, biomass, and geothermal combined.
Wind is still a front-runner
Wind turbines supplied 11.6% of US electricity in the first half of 2025 — a 2.4% boost compared to the same time in 2024. Wind’s output was almost double hydropower’s contribution.
Wind + solar are beating coal and nuclear
Together, wind and solar accounted for 20.3% of total US electricity in the first half of 2025, up from 18.6% last year. That’s a bigger share than coal or nuclear. In fact, wind and solar generated 25% more electricity than coal and 15.6% more than nuclear over the same period.
Renewables overall are surging
All renewable sources combined – wind, solar, hydropower, biomass, and geothermal – generated 27.7% of US electricity from January through June 2025, up from 26.1% a year ago. Their output grew three times faster than total US electricity generation overall (9.2% vs. 3.0%). Renewables are now second only to natural gas, whose generation actually dropped 3.7% in the first half of the year.
Ken Bossong, executive director of the SUN DAY Campaign, added that this growth happened before the passage of the Trump/Republican “megabill,” which could slow future renewable expansion. “Nonetheless, EIA notes that US developers expect half of new electric generating capacity to come from solar in 2025 and another 13% from wind.”
Read more: EIA: Solar outproduced wind for the first time ever in May
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The new and improved Hyundai IONIQ 5, or the hot-selling Chevy Equinox EV? Which electric SUV makes the smarter lease? Here’s the rundown.
Over 607,000 electric vehicles were sold in the US in the first half of 2025, thanks to some big discounts. Many automakers are currently offering generous savings, as Trump’s “One Big Beautiful Bill” is set to end federal EV incentives at the end of September.
According to Cox Automotive’s latest EV Market Monitor report, EV incentives reached a record of nearly $8,500 in June, or about 15% off the average transaction price (ATP).
That’s more than double the incentives offered on gas-powered vehicles. Seven electric vehicles had an ATP below $40,000, including the Chevy Equinox EV. The Equinox EV was the top-selling EV in the price range.
Starting at just $34,995, GM calls it “America’s most affordable 315+ range EV.” The electric Equinox has already propelled Chevy to become the number two EV brand in the US behind Tesla.
Through the first half of the year, the Chevy Equinox EV accounted for nearly a third of GM’s electric vehicle sales. And it could have sold even more. A dealer in California reached out to Electrek, claiming they had to wait over a month to receive Equinox EV models. It’s now on track to be among the top three selling EVs in the US.
Which EV to lease: Chevy Equinox EV or Hyundai IONIQ 5
With leases starting at just $289 per month, it’s no wonder the electric SUV is flying off the lot. The offer is for 24 months with $3,909 due at signing.
Alternatively, you can opt for 0% APR financing for 60 months, which Chevy is offering on all 2025 electric vehicle models.
| 2025 Chevy Equinox EV trim | Starting Price | EPA-estimated Range | Monthly lease Price (August 2025) |
| LT FWD | $34,995 | 319 miles | $289 |
| LT AWD | $40,295 | 307 miles | $351 |
| RS FWD | $45,790 | 319 miles | $416 |
| RS AWD | $49,090 | 307 miles | $453 |
The base 2025 Chevy Equinox EV LT starts at $34,995 with up to 319 miles of range. The interior boasts up to 57.2 cu ft of space and a 17.7″ infotainment screen.
How does it compare to the IONIQ 5? Hyundai has upgraded its best-selling electric SUV with major improvements, including increased range (now up to 318 miles), a revamped interior and exterior, and a built-in NACS port to access Tesla Superchargers.
After cutting lease prices again last month, the new and improved 2025 Hyundai IONIQ 5 is now listed at just $179 per month.
In some places, such as California and other ZEV states, Hyundai is offering leases starting at as low as $159 per month.
However, that’s for the base SE mode, which has an EPA-estimated driving range of 245 miles. The longer-range IONIQ 5 SE RWD, with 318 miles range, can still be leased for just $199 per month right now. Both offers are for 24 months with $3,999 due at signing.
| 2025 Hyundai IONIQ 5 Trim | EV Powertrain | Driving Range (miles) | Starting Price* | Monthly lease price August 2025 |
| IONIQ 5 SE RWD Standard Range | 168-horsepower rear motor | 245 | $42,500 | $179 |
| IONIQ 5 SE RWD | 225-horsepower rear motor | 318 | $46,550 | $199 |
| IONIQ 5 SEL RWD | 225-horsepower rear motor | 318 | $49,500 | $209 |
| IONIQ 5 Limited RWD | 225-horsepower rear motor | 318 | $54,200 | $309 |
| IONIQ 5 SE Dual Motor AWD | 320-horsepower dual motor | 290 | $50,050 | $249 |
| IONIQ 5 SEL Dual Motor AWD | 320-horsepower dual motor | 290 | $53,000 | $259 |
| IONIQ 5 XRT Dual Motor AWD | 320 horsepower dual motor | 259 | $55,400 | $359 |
| IONIQ 5 Limited Dual Motor AWD | 320-horsepower dual motor | 269 | $58,100 | $299 |
Hyundai is also throwing in a complimentary ChargePoint Level 2 home charger with the purchase or lease of a new 2025 IONIQ 5. All IONIQ 5 trims are listed with 1.99% APR financing for up to 60 months.
The 2025 Hyundai IONIQ 5 offers up to 59.3 cu ft of cargo space with a dual 12.3″ driver display and infotainment system setup.
Both the Hyundai IONIQ 5 and Chevy Equinox EV are hard to pass up right now, with lease prices expected to be as low as they will ever be.
Looking to snag the savings while they last? You can use our links below to find offers on the Chevy Equinox EV and Hyundai IONIQ 5 near you.
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Nissan has officially confirmed the icon will be making a comeback. Although Nissan is no longer building GT-R models, CEO Ivan Espinosa said Godzilla will “evolve and reemerge” in the future. Here’s what we know so far.
Nissan confirms the GT-R will evolve and reemerge
It seems like we’ve been talking about the next-gen Nissan GT-R for years now. After the last model rolled off the production line at the automaker’s Tochigi plant in Japan on Tuesday, Nissan’s CEO made it clear that the GT-R will be making a comeback.
After bidding farewell to the R35, Espinosa gave the many GT-R fans worldwide hope, saying, “I want to tell you this isn’t a goodbye to the GT-R forever.”
He added that it’s Nissan’s “goal for the GT-R nameplate to one day make a return.” Although this is the end of the line for the R35, the company remains committed to the GT-R nameplate and wants to “reimagine it for a new generation.”
According to Espinosa, Nissan doesn’t have any finalized plans yet, but he promised that “the GT-R will evolve and reemerge in the future.”
Nissan says the next Godzilla will ensure the GT-R’s legacy lives on, but will pack even more performance. The big question is, what type of powertrain will it arrive with? Will it be electric? A hybrid? Or, will it still be gas-powered?
At the New York Auto Show in April, Ponz Pandikuthira, Senior Vice President and Chief Planning Officer for Nissan North America, told The Drive that the next GT-R will be a hybrid, rather than an all-electric.
However, Nissan previewed an electric GT-R a few years ago with the Hyper Force EV concept. The electric sports car concept was promoted as a “game-changing hyper EV” with over 1,300 horsepower (1,000 kW).
All that power is expected to come from solid-state batteries. Just last week, Nissan secured a partnership with LiCAP Technologies to produce all-solid-state EV batteries on a mass scale, one of the biggest hurdles to getting the new technology to market.
Since Nissan aims to launch its first EV powered by solid-state batteries in 2028, we could see the GT-R reemerge as a plug-in hybrid until the technology is ready.
Either way, it will likely be a few years before we see an electrified Godzilla. If it evolves into an EV or hybrid, it remains up in the air for now.
While Nissan says an all-electric GT-R won’t deliver the performance needed to live up to the nameplate, others are proving otherwise. BYD’s first electric supercar, the Yangwang U9, set a new EV speed record this week after hitting nearly 300 mph.
How do you feel about it? Should the GT-R go all-electric? Or will Nissan settle for a hybrid? Drop us a comment below and let us know which one you’d buy.
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