Latest news with #e-tron
Auto Express
6 days ago
- Automotive
- Auto Express
New Audi A6 e-hybrid 2025 review: a talented car that's held back by obvious drawbacks
If you're after an efficient, refined and comfortable executive saloon, you could do a lot worse than the new Audi A6. This is a well rounded package with excellent executive-car credentials, especially when fitted with the impressive e-hybrid plug-in powertrain. However, the pioneering status that former generations of the A6 held in terms of design, interior tech and material quality doesn't quite apply to this latest model – and that erodes key USPs that made the A6 such a compelling choice. Advertisement - Article continues below Life is pretty difficult for premium car brands like Audi these days. Gone is the era of gentle evolution, and instead constant, relentless innovation is required, largely around the profitable mass production of battery electric models. Yet this can't come at the expense of the combustion-powered models customers are still asking for, and that's why we're testing another all-new Audi A6 – the key difference here being that this model is the new combustion variant. Together with the sleek Avant estate, this new A6 saloon joins the all-electric A6 e-tron launched last year in Sportback and Avant bodystyles, creating a spread of powertrain options in the executive class. In contrast to the BMW 5 Series range, though, the electric and combustion A6 models share little more than a name, because the two are entirely different under the skin. Skip advert Advertisement - Article continues below View A6 View A6 View A6 View A6 This new model uses a heavily modified version of the previous A6's architecture, called PPC. You'll find a range of petrol and diesel engines under the bonnet, but the new chassis has been largely developed to integrate a new generation of plug-in hybrids, one of which we're driving here. As with lots of premium plug-in hybrids in recent years, these new models pack significantly more electric range, with the A6 capable of just over 60 miles from a single charge. This should mean the vast majority of daily driving duties can be handled on battery power, which will not only reduce tailpipe emissions, but will also save on fuel bills, especially if you can charge at home. Advertisement - Article continues below Tempted by an A6 of your own? Configure your perfect Jeep Avenger through our Find a Car service. Alternatively, check out our top prices on used Audi A6 models... This emission-free range is made possible by a 25.9kWh battery pack and electric motor, which are packaged together with a turbocharged 2.0-litre four-cylinder petrol engine and seven-speed dual-clutch transmission. Together, the electric motor and petrol engine produce 294bhp and 450Nm of torque, the majority of which is generated by the petrol engine. This is sent through Audi's 'quattro Ultra' all-wheel drive system, which is able to de-couple the rear axle under light acceleration to further help with efficiency. On its own the e-motor can only produce 73bhp, but despite this meek figure the car will still accelerate up to, and happily cruise at motorway speeds without the petrol engine. However when doing so the A6 e-hybrid, like all plug-in hybrids, isn't at its most efficient, so a bit of planning is often required to make the most of its technical toolkit. Skip advert Advertisement - Article continues below This is done for you if the integrated navigation is set, because over longer distances the A6 will switch between petrol end electric power to make the most of the battery charge in anticipation of the journey ahead. Advertisement - Article continues below Overall, the powertrain generally feels well calibrated, with the petrol engine imperceptively chiming in and out depending on the level of performance being asked for by the driver. The set-up is easy to control too, thanks to a small meter on the driver's information display that shows in real time how close you are to firing up the petrol engine when accelerating. There's no virtual kick-down in the throttle pedal, as some plug-in hybrids have, but the system is still very intuitive. The e-hybrid's real-world efficiency isn't a million miles away from its quoted figures, with Audi posting a rating of 113mpg, achieved under the new testing cycle for plug-in hybrids. However, most rivals (including the BMW 530e and Mercedes E 300 e) have yet to be re-assessed under the new test, so making on-paper comparisons is difficult for the moment. On our test, we pretty much matched the A6's official figure after a solid morning's drive of around 100 miles, having gone through about 50 per cent of the battery's charge. Skip advert Advertisement - Article continues below With the battery fully topped-up, the car's trip computer also matched the 60-mile quoted electric range, and we found that figure to be accurate in a combination of low and medium-speed driving. Even if your place of work is more than 30 or 40 miles away from home, regular charging will keep you well within the powertrain's sweet spot. There's only AC charging on board and it maxes out at 11kW, but this will still fill the battery from empty in about two-and-a-half hours – ideal for parking up at work or home, but not for charging on the go. But what about the rest of the car? The A6 has rarely been the sharpest car to drive in the class – no surprise when its key rival is a BMW 5 Series – but this latest generation definitely has an air of confidence about the way it flows down the road. Advertisement - Article continues below The 'Launch Edition' we drove had a couple of unusual additions that we don't think will be particularly common on customer cars, including a sports suspension set-up, rear-wheel steering and 21-inch wheels (the largest available). Yet even with this relatively focused combination, the A6 was unflustered by bumps and rough road surfaces. Skip advert Advertisement - Article continues below The benefit came in the A6's impressive roadholding and confident handling. This is now a big car, and a heavy one at over 2.1 tonnes, but it drives as if it's hundreds of kilos lighter. That's not to say the driving experience is particularly engaging, but it compares well to its rivals. The Balanced and Comfort drive modes seem well judged and prioritise efficiency. While the Drive Select button is touch-sensitive rather than physical, it is in a prime position on the centre console for quick changes. Sport mode sharpens things up and gives you maximum performance, but the engine's inherently good refinement makes it particularly un-satisfying to use in this manner. Where the A6 excels is on a smooth motorway, with very impressive refinement and almost no wind noise thanks to its aerodynamically efficient body. There's little fundamentally wrong with the cabin – the driving position is nicely adjustable, the front pillars are thin, visibility is good and there are some elements that impress. However, there are also a lot of aspects that undermine Audi's positioning as a premium brand. Gone is the previous generation's substantial gear selector and in its place is a plasticky matchbox-shaped mechanism that feels as if it's been borrowed from a supermini, not from the class above, as it once did. This is only emphasised by the excessive use of scratch-prone black plastic on the entire centre console, and the random use of inserts on its edges, which are carbon fibre, or timber and silver plastic, depending on the model. Advertisement - Article continues below Skip advert Advertisement - Article continues below The soft-touch Dynamica fabric fitted on the seats and some of the lower dash looks and feels fine, but the materials that surround it do only an average impression of leather, and don't feel right for this price bracket. The hard plastic section below the central air vents is also unforgivably cheap and scratchy. The triple-screen infotainment set-up is easy enough to use, but the housing is chaotic, with huge bezels on the main section sitting uncomfortably with the haphazardly placed passenger screen. There are some ergonomic quirks, too, such as the touch panel for secondary controls including the side mirror and rear child door lock being mounted where you'd prefer to see a grab handle – as on the passenger side door. The steering wheel controls also feel cheap and, like almost every hard surface inside, prone to showing greasy fingerprints. Space up front is fine, and there's a good amount of storage for small items, including a wireless phone charger and two USB-C points. However, largely due to the need to package so many different powertrain elements, the second row is a little cramped, with less legroom than you'd expect considering the car's external dimensions. The boot is long and wide, but rather shallow, which leads to an average capacity for the class of just 354 litres – around 180 less than the previous-generation A6, albeit without plug-in hybrid tech. However, the boot floor is at least flat and leaves an unobstructed space when the second row is folded, in contrast to a PHEV Mercedes E-Class saloon. There is no dedicated space to store the charge cable in the Audi, though. Which leads us to those two key rivals. Both BMW and Mercedes offer plug-in hybrid variants of their executive saloons and they come with impressive electric ranges. However, if you look into the details, the BMW is still ahead when it comes to some key factors. Its bigger boot and lower base price keep it as our preferred offering, given that it matches the A6's range, efficiency and tech, while also being lighter and very nearly as fast in a straight line. Model: Audi A6 Avant e-hybrid Launch Edition Price: £69,680 Powertrain: 2.0-litre, four-cylinder turbo petrol, 1x e-motor, 25.9kWh battery Power/torque: 294bhp/380Nm Transmission: 7-speed auto, all-wheel drive 0-62mph: 6.0 seconds Top speed: 155mph Economy/CO2: 113mpg/57g/km Size (L/W/H): 4,999/1,875/1,418mm On sale: Now Share this on Twitter Share this on Facebook Email
Miami Herald
06-07-2025
- Automotive
- Miami Herald
How Much Range Do EVs Lose After 5 Years? Data Reveals Surprising Winners
"Roll up to a tailgate in 2025 and your five-year-old EV still reads 280 miles on the dash - no spring in your step lost". Today's mainstream packs fade only 1.8% - about a 9% total drop in five years - thanks to liquid cooling, smarter BMS balancing and tougher cell chemistries. How is your battery range after 5 years? Find your car below. Not everyone has kept up in this great levelling, though. Let's talk about the winners and losers. Back in EV's early days, five-year retention ranged from under 70% for early Leafs to over 90% on rare liquid-cooled prototypes. Now, the top 10 mainstream EVs all cluster between 87% and 94%. Geotab's analysis of 5,000+ EVs nails average fade at 1.8% - down from 2.3% half a decade ago. That uniformity isn't magic; it's the payoff of liquid-cooling loops, advanced cell balancing, and the slow march toward LFP and nickel-rich chemistries. At the summit, Audi's e-tron and the Jaguar I-Pace boast midpoints above 92%, proof that premium packs and active thermal management pay dividends. Tesla's Model 3, Ford's Mach-E and VW's ID.4 aren't far behind - hovering near 91–92% retention. Entry-level contenders like the Bolt EV and Kona Electric still muster around 89–90%, a solid showing given their price points. Contrast that with the Worst 10: early Leafs, i-MiEVs and first-gen conversions now languish in the mid-70s to low-80s, victims of air-cooled packs and minimal cell-monitoring. Expect that second-hand EV to have lost a good deal of its battery range; don't let the salesman argue that the battery holds its original range. Veteran EV owners treat charging like pit stops: maintain State of Charge between 20–80%, lean on Level 2 overnight, and dodge DC-fast-charge binges. That routine can reclaim 2–3% pack health over five years - enough to claw back 10–20 miles on your daily commute. Nissan's warranty-guaranteeing 80% capacity at five years - sets the floor; real-world LeafSpy data often show high-80s retention in mild climates. With the big thermal fixes in place, the next frontier is marginal: who resists 120 °F summer blasts? Which chemistry outlives the others at decade-old mileages? And how much will solid-state and silicon-enhanced cells narrow that remaining 1–2% gap? Related: 5 Game-Changing Batteries That Will Change Your Life Battery fade has gone from horror story to resolved footnote. Mainstream EVs now play in a tight pack - over 90% range left after five years - while yesterday's laggards fall far behind. When you shop your next Leaf, Bolt, Mach-E or Model 3, trust the data: charge smart, drive hard and let real-world numbers - not fear-mongering headlines - steer your choice. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Al Bawaba
04-07-2025
- Automotive
- Al Bawaba
Audi Oman Launches Audi Approved Plus Summer Campaign
Audi Oman, represented by Premium Motors, has launched an exciting new Audi Approved Plus Summer Campaign, offering a limited-time opportunity to enjoy the hallmark luxury, performance, and engineering of Audi at exceptional value. This seasonal initiative invites customers to discover a curated selection of certified pre-owned vehicles, each accompanied by a suite of premium ownership campaign showcases compelling deals on a variety of sought-after Audi models, combining performance, innovation, and value. The 2023 Audi Q3 35 TFSI S tronic with 150 HP is available in two configurations, with monthly EMIs starting from OMR 83 and OMR 87. Enthusiasts looking for sporty styling and dynamic handling opt for the 2024 Audi S3 with an EMI of OMR 140 or the S3 Sportback at OMR 143. Those interested in electric mobility have attractive options as well, including the 2022 e-tron Sportback S line is offered with EMIs of OMR 123 and OMR 176, depending on specifications. The high-performance 2022 e-tron SB/ S line is available at an EMI of OMR 132, making it a strong contender for customers embracing Audi's electric Audi Approved Plus Programme is a hallmark of trust and quality in the pre-owned vehicle market, offering customers the same premium experience they would expect when purchasing a brand-new Audi. Designed to uphold the brand's exacting standards, the programme ensures that every certified vehicle meets rigorous criteria for performance, safety, and the heart of the programme is a detailed 300+ point inspection carried out by trained Audi technicians. Each vehicle undergoes a thorough evaluation of its mechanical, electrical, and aesthetic components from the condition of the paint and undercarriage, to key consumables like brake pads and spark plugs. Advanced diagnostic scans are also performed to detect and resolve any hidden issues, ensuring every Approved Plus Audi is road-ready and sets the Audi Approved Plus Programme apart is meticulous inspection along with the comprehensive warranty and after sales support that comes with each vehicle. This combination offers buyers complete peace of mind, reinforcing Audi's reputation for engineering excellence and customer by Audi's legacy, Audi Approved Plus offers a trusted, high-quality alternative to a new car for both daily driving and lasting Nehme, General Manager of Premium Motors, commented: "With the Audi Approved Plus Summer Campaign, we are reaffirming our commitment to delivering the Audi experience without compromise. Each certified vehicle is inspected and backed by warranty and represents our promise of quality and customer confidence. This initiative is designed for those who value a premium customer experience and want to enjoy the drive with the assurance that comes with Audi standards.'Expert consultants are available to provide personalised guidance and test drives, helping customers discover what sets Audi apart in redefining the driving experience in the region. To experience the new Audi Approved Plus, visit the Premium Motors Audi showroom in Oman.
News.com.au
30-06-2025
- Automotive
- News.com.au
Audi Q4 Sportback review finds the perfect luxury EV salary sacrifice option
Salary workers would be salivating at the thought of four electrified rings. The new Audi Q4 makes the most of government incentives and could be in garages courtesy of novated leases for about $300 a week. With prices starting from less than $90,000, the Q4 is the least expensive e-tron we've seen from Audi. That also means it undercuts the Luxury Car Tax threshold so it's eligible for fringe benefit tax exemptions, which brings the leases into play and opens the door to a whole new market. Aptly named as it slots between the Q3 and Q5 in terms of size, the Q4 sits on the Volkswagen group's (that also owns Audi) modular electric drive platform, which has also been used for its Q5 sibling, the groovy VW ID Buzz, as well as the Cupra Born and Tavascan. The Q4 comes in SUV or Sportback body styles and two performance flavours, the 45 e-tron that just powers the front wheels, or the 55 e-tron that we tested and boasts all-wheel drive power – but also sees the cost push past $100,000. What do you get? Looking sleek and muscular in Sportback guise, the 21-inch alloys fill the expansive wheel arches, then on the inside it has a flat top and bottom steering wheel, stainless steel pedals and matt brushed aluminium inlays. Other nice kit includes three-zone aircon, electric tailgate with gesture control, 'S' embossed leather-trimmed seats, central 11.6-inch infotainment touchscreen, heated front seats, 10.25-inch driver instruments display and wireless phone mirroring apps. Our test car did have nearly $10,000 worth of extras courtesy of metallic paint ($1755), panoramic sunroof ($2925) and the $4700 Premium Plus package that incorporates tinted glass, 10-speaker Sonos stereo system, black exterior styling pack and exterior mirrors, along with an augmented reality head-up display. Grey is the only solid colour that doesn't attract a $1755 premium, with black, two shades of blue, violet, silver, another grey hue and white all metallic options. The Q4 has been available overseas for a few years but the latest models now available Down Under can charge quicker than the initial offerings – using a 175kW public charger the Q4 can shift from 10 to 80 per cent in about 28 minutes. Three-phase 11kW home chargers can replenish the battery in about 12 hours. Running costs are among the best you'll find in the prestige realm. The prepaid deal of $1900 covers three services with intervals every two years or 30,000km. It also comes with six years of roadside assist. All Audi e-trons come with a year's free subscription for the Chargefox network. How was the drive? Cornering flat and feeling nimble, despite tipping the scales at 2235kg, the Q4 offers composure and fuss-free driving. Riding on the massive 21-inch alloys it feels harsh ruts and potholes, yet maintains surprising composure under the majority of circumstances. Quicker than the front-wheel drive versions, the Quattro models manage the 0-100km/h sprint in 5.4 seconds. That's reasonably quick – but not insanely fast like some EVs. The steering feels light and lacks road feel when the going gets twisty. It rekindled memories of Audis from the early 2000s. Cabin serenity is assured and it boasts impressive boot space that easily swallowed our weekly family grocery shop of about 10 bags, while the door-top bottle holders are brilliant – it's a new benchmark and will be loved by those who like their H2O within close reach. Audi claims average consumption of just under 18kWh/100km, but we only got close to that on an easy highway journey. Our test saw an average of 21.6kWh/100km Would you buy one? Kel: For some reason I didn't gel with the Q4, which is unusual for Audis and my preferences. Great looks and easy to drive, it was nice but wasn't remarkable. We recently drove the SQ6 e-tron which was more expensive but I could see and feel the technology advancements. I could happily live with a Q4, but I'd want more value before becoming an owner. Grant: While we drove the 55 all-wheel drive derivative, it would be hard to pass up the benefits of the cheaper 45 models. Leasing benefits offer the best bang for buck when it comes to the Q4, which is a great family runabout EV. For those who want badge kudos, it's a predictable drive with anxiety free-range.
Top Gear
27-06-2025
- Automotive
- Top Gear
Audi A6 Review 2025
It's the new Audi A7! Except it isn't. You see, Audi's plan was to name its all-electric models using even numbers, while its internal combustion-engined cars would take on the odd numbers. It's why the new petrol and diesel-powered A5 is actually a saloon and estate replacement for the old A4. And yes, the two-door A5 is dead as a result. Unfortunately, after it had made that change to the A4/A5, Audi then agreed with its customers and dealers that this was a stupid idea, so it announced that it would return to its old system… starting with the new A6. Advertisement - Page continues below So, the A6 is just an internal combustion car still? Erm, no. There are now many flavours of A6, with the A6 e-tron all-electric version that's available as a super slippery Sportback or a more practical Avant. We've covered both of those off in a separate review that you can find by clicking these words. On these pages we will just focus on the combustion-engined Sixes in Saloon and Avant form, although before you head off to the full EV it's probably worth noting that there is a plug-in hybrid A6 on the way that'll manage 66 miles of electric range as an Avant and 69 miles as a Saloon. Impressive. What other engines can I have? This oily A6 still comes in both petrol and diesel forms, but on UK shores you only get the option of 2.0-litre turbocharged four-pot engines. You'll get a seven-speed auto gearbox and 201bhp no matter which fuel type you pick, although the diesel gets mild-hybrid tech, quattro all-wheel drive and 295lb ft of torque, while the petrol makes do with front-wheel drive and 251lb ft. What else is new? Well, the first thing to note is that this car looks quite different to the A6 e-tron. The EV is based on an entirely different platform and gets split headlights, a closed-off 'grille' and the option of cameras for wing mirrors. Advertisement - Page continues below The combustion-engined A6 is slightly more conventional, although it's still super streamlined and manages a drag coefficient of 0.23Cd in saloon form and 0.25 as an estate. You'll notice the slimmer lights compared to the previous gen, plus the giant new air intakes in the front bumper, the flush door handles and the lack of chrome trim. It's also slightly longer than before. The saloon gets a little 'notchback' spoiler and the rear lights on both now include a full-width lightbar and strange little fang-like brake lights that hang down and look a little bit like fake vents until they're illuminated. We like the design overall, but that final detail doesn't really work to our eyes. What's it like inside? Hope you like screens. The A6 is full of 'em, with an 11.9in 'Audi Virtual Cockpit' driver display and a giant 14.5in central touchscreen merged together in a curved dash unit. There's also a configurable head-up display and an optional 10.9in touchscreen for the front seat passenger. Want to know more? Click through to the interior tab of this review. How much will it cost me? Great question. Prices currently start at £50,560 for the petrol-powered saloon, or £54,830 if you want the same shape and the hybridised diesel engine. The Avant is £52,510 as a TFSI and £56,780 in TDI form. What's the verdict? ' Audi knows how to play the large exec game, although this one does feel a little underpowered at times ' Can we all just take a moment to thank Audi for not calling this the A7? We're only just getting over the confusion caused by the new A5. Now that's out of the way, we can conclude that the new combustion-powered A6 is an attractive thing that works from most angles. We're not completely sold on those new rear lights and the interior is a bit of a tech fest, but generally this is a smart-looking saloon or estate. It's a bit of a shame that it borrows its engines from the A5 and Q5 and isn't offered with six-cylinders on our shores, because fully-loaded even the torquier diesel feels a bit stretched. But keep things sedate and this can be a properly comfortable cruiser. Loads of space for dogs in the Avant too – which of course is always the most important metric to judge these things by.
