Audi Q6 e-Tron quattro, consumption and range measured in our test

The Audi Q6 e-Tron opens a new page in the brand’s electric history. We put it under the grill to see if it widens the gap.

Like many manufacturers, Audi arrived in the electric vehicle segment with an electrified thermal platform. And more precisely with the e-Tron quattro, which has since become the Q8 e-Tron, based on the MLB Evo unit notably shared with the Q5 and Q7. Perfect in terms of versatility, the electric SUV has even been outmoded, technically speaking, by the Audi Q4 e-Tron based on the MEB platform. But now, Ingolstadt is opening a new chapter in its history with the Q6 e-Tron, which inaugurates the PPE platform. Do the promises live up to expectations? The Supertest will allow us to take stock.

Also readTest – Audi Q6 e-Tron: is the cousin of the Porsche Macan a success?

Presentation of the Audi Q6 e-Tron quattro

For this new electric era, Audi has therefore not chosen to take over the MEB platform dedicated to the group’s consumer electrics. To ensure its role as standard bearer and make us forget the e-Tron quattro, the Q6 e-Tron recovers the PPE platform (Premium Platform Electric) developed in partnership with Porsche and shared with the Porsche Macan.

This is distinguished in particular by its 800 V architecture, but the battery has a real voltage of 662 V. A common popularization in the segment as soon as an accumulator exceeds the 400 V mark. Made up of 180 prismatic cells connected according to the 180s1p principle, the battery has a gross capacity of 100 kWh for 94.9 kWh of useful capacity. In addition to the technical advantages, this high voltage makes it possible to achieve the best peak charging power on fast terminals, here indicated at 270 kW. That’s as much as the previous Audi e-Tron GT! To be able to draw power from the now rare 400 V terminals, this battery can be split into two packs and therefore halve the voltage. We will return to this electronic sleight of hand in the second part of this Supertest with our measurements carried out on different fast charging stations.

In this quattro configuration, the Audi Q6 features a pair of electric machines. At the front we find the asynchronous module (it can be disconnected without resistance at stabilized speed) of 190 hp/275 Nm, equipped with a 350A inverter. At the rear, the 210-200 block climbs to 380 hp/580 Nm with a 480A SiC inverter. This version delivers a total of 387 hp and does not offer an Overboost function. 0-100 km/h is announced in 5.9 seconds. Finally, this version is credited with a maximum range of 625 km (639 km for Performance propulsion). With its configuration, our test model indicates a WLTP autonomy of 570 km due to its 20-inch rims in particular. Let’s see the reality of things.

All our consumption measurements of the Audi Q6 e-Tron quattro

Combined range: 487 km

With an average outside temperature of 14°C during the measurement, the Audi Q6 e-Tron quattro presented a consumption of 19.5 kWh/100 km at the end of our 100 km mixed loop. Considering the battery capacity and the charge loss, this corresponds to a range of almost 490 km, a reasonable deviation of -15% compared to the WLTP value communicated. Correct, just like the absolute values, close to that of a Kia EV9.

Long distance on motorway: 374 km

On our typical 500 km exclusively motorway route between the southern suburbs of Lyon and Porte d’Orléans on the Paris ring road, the Audi Q6 e-Tron quattro showed an average consumption of 25.4 kWh/100 km. A high score in absolute terms, but which considerably widens the gap with the nearly 30.0 kWh/100 that it is possible to record with the e-Tron quattro, or the nearly 27 kWh/100 km BMW iX xDrive50 or Kia EV9. But with its large capacity battery, the Les Anneaux SUV is at the top of the basket, at the level of the best road sedans in our base!

Also readTest – BMW iX xDrive50: consumption and range measured in our Supertest

Instantaneous consumption at high speed

At 70 km/h, the e-Tron displays an instant consumption of 15.1 kWh/100 km, then 19.2 kWh/100 km at 90 km/h. At 110 and 130 km/h, we measured consumption of 24 and 28.2 kWh/100 km respectively. As a reminder, these are only indicative values ​​to observe the power demand as a function of speed, here very linear.

Eco-driving: 714 km

Talking about eco-driving with such a machine can be quite strange. But we would have been wrong not to be interested in it. To save energy, the Audi Q6 e-Tron quatto has Efficiency mode, or even Efficiency+, which goes as far as turning off the air conditioning. According to the on-board computer, the first mode allows you to gain 10 km more autonomy, with a lower consumption of 0.6 kWh/100 km. In the end, by generously taking advantage of its freewheel mode, the SUV presented a score of 13.3 kWh/100 km, or more than 710 km of theoretical autonomy. Direct comparisons are difficult here since our driving is “manual”. But the Q6 does just as well as the other large SUV in our base, the Kia EV9.

All our performance measurements of the Audi Q6 e-Tron quattro

Accelerations and recovery

With its 590 kg battery included, the Audi Q6 e-Tron quattro weighs 2,325 kg. This corresponds to a weight/power ratio of 6.24 kg/hp in running order with the driver. A correct value, equivalent to that of a BMW i5 eDrive40, but lower than that of a Maserati Grecale Folgore.

The SUV therefore does not lack vitamins, particularly in Dynamic mode where it displays the best times: 0-100 km/h in 5.6 s, 80-120 km/h launched in 3.2 s and 400 m DA in 13 .8 sec. This is better than the figures given by the manufacturer. Comfort mode is quite similar, while Efficiency mode does not significantly limit power (3/4 of the power available before the kickdown which releases all the power). Note also the very good endurance performance over the entire load with an 80-120 km/h KD in 3.50 s at 80%, and in 3.57 s at 20% load. The absolute loss (0.07 s) is among the lowest in our database!

Braking and energy recovery

Audi has not communicated details regarding the braking system, apart from a maximum recuperative power of 220 kW, and the presence of four ventilated discs. A precision which is important since it is possible to find drum brakes at the rear on MEB platforms for example. In any case, the system proves sufficiently sized to channel the mass of the SUV: with 60 m all round to stop from 130 km/h (3.6 s), it requires only one meter more than the Porsche Taycan 155 kg lighter.

In terms of regenerative braking, the Q6 has a mode B accessible from the gear selector, and three levels via the paddles. Mode B is the most powerful and allows you to bring the e-Tron to a complete stop in 116 m (11 s) from 80 km/h. Maximum regenerative braking requires 173 m (16 s), while freewheeling mode can cover more than a kilometer (1,127 m)! Finally, on our new typical route to measure regeneration performance, the SUV displayed a final ratio of 20% equivalent to that of a Porsche Taycan. If the mass generated excess consumption on the way up, it also allowed better recovery on the way down (7.30 kWh vs -1.44 kWh).

By adopting the new PPE platform as well as new components to power it, Audi is turning a new page in its history. From now on, the pinnacle of technology does not come with gargantuan consumption, as is still the case with the Q8 e-tron despite its small updates. This puts the brand’s first electric SUV out of fashion. Consumption is now much more consistent, at least with an SUV of this size, even if the Tesla Model Y which displays similar measurements is untouchable. But this is not the target of the Audi Q8 e-Tron quattro, which instead targets its natural competitors which are the BMW iX3 and Mercedes EQE SUV, both technically outdated. All we have to do now is take a closer look at the charging section. But as its technical sheet suggests, the Q6 e-Tron quattro climbs to the top of the hierarchy. We’ll talk about it next week!