Audi’s been in the EV game for a while now, but it’s never really had a serious competitor in its corner. Sure, the Q6 E-Tron is great for those who want to blend into their finance job’s parking lot, but if you want something with character, you’ll have to spend at least $125,000 for an E-Tron GT. That is, until now. 

The 2026 A6 E-Tron Sportback is a new entry into Audi’s BEV lineup. While it wears an A6 badge, it shares virtually nothing with the outgoing gas-powered sedan. In fact, the E-Tron isn’t a sedan at all—it’s a hatchback. Or in Audi speak, a “Sportback.”

More importantly, the new A6 E-Tron rides on the VW Group’s 800-volt PPE architecture, shared with the Q6 and the electric Porsche Macan. The result is up to 392 miles of range on a charge, which puts it firmly in the conversation for shoppers looking to combat range anxiety.

Photo by: Brian Silvestro / Motor1

Audi A6 E-Tron Pros

Excellent Range for the Price
Perfectly Pleasant to Drive
Well-Equipped, High-Quality Interior

The range is the big news here. In its base, 375-horsepower, rear-drive form, the A6 E-Tron squeezes out 392 miles before it needs more juice, making it the sixth-longest-range EV on the market today, just behind the Tesla Model S. That’s mighty impressive for a car that starts at $67,195.

At the car’s US launch in southern California, Audi didn’t have any base models to drive, which is a shame, as that version will likely draw the most buyers. Instead, we got our hands on the Prestige model with Quattro all-wheel drive. 

Starting at $74,200, this trim adds fancy extras like air suspension, a Bang & Olufsen sound system, an augmented reality head-up display, soft-closing doors, and a 10.9-inch passenger display. It also comes standard with less efficient 20-inch wheels and an extra 60 horsepower.

The result is 333 miles of range—not as great, but still perfectly acceptable for something in this segment. In my 70-mile drive, I experienced around 3 miles per kilowatt-hour, which just about lines up with the EPA’s estimate. Sadly, there were no charging demonstrations available to journalists, though Audi claims the A6 will recharge at up to 270 kilowatts using a DC fast charger, with the ability to go from 10 to 80 percent in just 21 minutes. Not segment-breaking, but not bad, either. 

Photo by: Brian Silvestro / Motor1

Photo by: Brian Silvestro / Motor1

Photo by: Brian Silvestro / Motor1

To drive, the A6 E-Tron is entirely agreeable. The throttle is smooth and linear, without being jolty or overly reactive. The brakes are similarly easy to modulate in traffic without making your passengers nauseous. The steering is incredibly light, though entirely devoid of feel. The adaptive air suspension absorbs bumps well, without being too roll-prone or bouncy. It’s just a pleasant ride, through and through. 

Step up to the livelier S6 E-Tron, and it’s much of the same. Audi retuned the suspension for a bit more stiffness, while there’s a fair bit more tire noise from the stickier rubber. A handful of design cues make the car look a step more aggressive, even though the body panels themselves are unchanged in order to keep the aerodynamic efficiencies locked in. 

The biggest difference arrives when you mash the go-pedal. While the A6 Quattro gets to 60 miles per hour in 4.3 seconds, the S6 does the same sprint in just 3.7 seconds, according to Audi. That’s thanks to 543 hp on tap when launch control is active. Otherwise, you get 496 hp combined from the two electric motors. 

The S6 is far more eager accelerating at speeds over 90 mph, whereas the normal A6 starts to approach its limits. If you’re the type that loves to cruise in triple digits, the S-badged E-Tron is the one to have. Top speed for the base car is 130 mph, while the S6 gets a higher limit of 149 mph. 

Photo by: Brian Silvestro / Motor1

In typical Audi fashion, the cabin feels high-class and cutting-edge at the same time. A curved display comprised of two screens—an 11.9-inch instrument display and a 14.5-inch touchscreen—dominates the dash. It’s angled toward the driver, delivering crisp and bright colors. Sadly, the gauge cluster isn’t as customizable as I would’ve liked, but Audi’s new UI is easy to understand and navigate. 

The rest of the interior is smartly laid out, with a real volume knob mounted next to the quirky gear selector on the center console. It’s a clean, modern environment—exactly what you’d expect from an A6, electric or otherwise.

Photo by: Brian Silvestro / Motor1

Audi A6 E-Tron Cons

Frustrating Ergonomics
Touch-Capacitive Buttons on the Steering Wheel
Looks Awkward From Some Angles

I’ll be the first to admit I have a pretty strange body shape, but for most cars, I easily find a comfortable seating position. The A6 E-Tron is an exception. No matter what I did with the seat or steering wheel, I couldn’t find a setup that worked for me. 

The steering wheel, for whatever reason, wouldn’t tilt down far enough to make room to see the road. In my most favorable seating position, I had to peer over it, while it blocked the (admittedly very cool and useful) augmented reality head-up display. To see properly over the wheel, I had to raise the seating position to a point where it felt strange. 

Photo by: Brian Silvestro / Motor1

Normally, I’d chalk those issues up to my short torso, but my much taller driving companion had similar issues finding an appropriate seating position. So be sure to take a long test drive if you’re considering the A6. 

While most of the interior is very nice, there are a few gripes I can’t overlook. All of the climate controls are in the screen, which isn’t exactly great when you’re fumbling to turn up the fan speed or go for the defroster. But Audi’s been putting climate switches onto screens for years, so it’s not worth making a big stink about it now. 

I can deal with screen-based climate control, but not touch-capacitive steering wheel buttons. Sadly, the A6 E-Tron has them standard, meaning lots of accidental activations and track skips. The two touchpads on either side of the wheel act as D-pads; you can press them to activate features, or drag your finger along the surface for adjusting volume. It’s an obvious cost-cutting measure that I don’t appreciate. 

Photo by: Brian Silvestro / Motor1

Then there’s the design. I love the front fascia; I think it’s one of Audi’s best, most distinctive designs in years. But from the side and the rear, the A6 just looks a bit… chunky. It has the body type of an overweight house cat, thanks to its big battery in the floor. Audi makes valiant attempts to hide the awkward broadside height with a black plastic side blade running along the bottom of the doors, and a black diffuser out back. But it never really works. 

The base model’s $67,195 MSRP is definitely the way to go here, considering its superior range and lower price. But giving up that max range and paying a bit more nets a lot of useful features, like the aforementioned air suspension, extra displays, and high-quality sound system. Even the least efficient S6 E-Tron still gets 324 miles of range. So if you don’t plan on traveling long distances often, don’t be afraid to upgrade.

Competitors

BMW i4
Dodge Charger Daytona
Lucid Air
Mercedes-Benz EQE
Polestar 2

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