Test Drive Report Audi SQ6 E-Tron Sportback: For Affluent Coupe Fans

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Almost a year after the SUV version of the Q6 E-Tron, Audi is now introducing the variant in sports attire. Although the Q6 Sportback objectively has no real advantages and costs more, it is likely to be well-received, especially among German customers.

No one would seriously claim that high heels, ties, or skin-tight skinny jeans are particularly comfortable accessories. But fashion doesn't have to be practical; it just has to appeal. Similarly, it can be argued that fastback designs have become a staple in SUVs over the past few years. Objectively speaking, there are few reasons in favor of this coupé-like body style. But it appeals to many nonetheless.

At Audi, the sleek rear has been a tradition for over 20 years and is called Sportback. Appropriately, the Q6 E-Tron also dons the sporty jersey. Since Germany is a Sportback market, Audi expects a 30 percent share here. Compared to the SUV version, the Sportback's roofline was lowered by 37 millimeters (approx. 1.5 inches), the A-pillar is now slightly flatter, as is the rear window, which ends in a tear-off edge with an integrated spoiler. The more dynamic shape makes the driver feel a few years younger and takes them further. Thanks to a slightly optimized drag coefficient of 0.26 (SUV 0.28), the electric range of the Q6 Sportback is expected to be up to 30 kilometers better than the SUV. According to Audi, a maximum range of up to 657 kilometers  (approx. 408 miles) is possible.

Predominantly Generous Space Conditions

Further advantages lie in the eye of the beholder, less in objective measurements. The trunk shrinks—admittedly just a bit—by 15 liters to a good 500 liters, with the all-wheel-drive versions losing another twelve liters due to the additional electric motor on the rear axle. Additional small items and cables can be stored in the 64-liter frunk under the hood. Then there's the stylish roof arc, which isn't really advantageous for the rear passengers. It can quickly annoy people over 1.85 meters tall. Those sitting upright make direct contact with the ceiling. Otherwise, the space is generous and identical to the SUV. Almost three meters of wheelbase provide ample legroom in the back and airy conditions in the front.

Nothing is as it once was there—and yet everything is Audi. Perfectly and modernly staged. With superb seats, immaculate craftsmanship, a 14.5-inch curved display, and a packed MMI operating concept. Audi has indeed tidied it up thoroughly, bringing much from the submenus to the "surface" and making some important functions quickly accessible via direct access. Yet overall, the comprehensive package seems overloaded and partially overwhelming. Where was that again? And how do I get there? The rotary dial phone generation will need time to sympathize with the system. Even the augmented reality-fed, cutting-edge head-up display challenges newcomers: dancing directional arrows and numerous driving information fly into view from all sides like insects on the windshield. Concentration! But how?

Four Performance Classes

Audi now offers the Q6 Sportback in two drive variants (rear and all-wheel), two battery sizes (83 and 100 kWh), and four power classes. The rear-wheel drive base Q6 Sportback has 185 kW, the Q6 Sportback Performance (rear-wheel; 100 kWh) has 225 kW, and the Q6 Sportback quattro with two electric motors has 285 kW. Above all sits the SQ6 Sportback quattro we drove, with a system output of 360 kW. All versions are built on the PPE platform developed jointly with Porsche and feature an 800-volt electrical system, which ensures very short charging stops thanks to intelligent thermal management. If the charging station can provide it, cells can be charged with up to 270 kW. Then, after a brief ten minutes, fresh ions for another 265 kilometers (approx. 165 miles) are in the battery.

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Behind the wheel of the Q6 flagship, one might debate the sensibility of such a muscular electric SUV, but not its performance. The SQ6 is a powerhouse and masters every driving style. Leisurely strolling through the city, sprinting like a world champion, sweeping down the highway extremely quietly thanks to double glazing, as if the devil were chasing it. There are four driving modes, with "balanced" offering the best compromise, and in dynamic mode, a rather redundant, digitally generated sports sound can be mixed in.

Excellent Driving Comfort, With Deductions for the Steering

The ride comfort is excellent under all conditions, even with the 21-inch wheels on all fours of the test vehicle. A decisive factor in this is the adaptive air suspension introduced with the Q6 E-Tron. It features a passive damping system called FSD (Frequency Selective Damping). Depending on the driving situation, the dampers adjust to the road conditions in milliseconds, becoming softer on bumpy roads and firmer in corners. In addition to the comfort gain, the vehicle remains balanced and controlled in dynamic driving situations with minimal body roll.

Conducive to balance and cornering is the battery mounted in the underbody, which provides a low center of gravity and weighs 590 kilos on its own. Overall, the SQ6 weighs in at nearly 2.4 tons of prosperity—which hardly matters at least when driving. It's different with consumption: barely anything goes below 21 kilowatt-hours.

Those who want to find the blemish on the rear of the SQ6 might identify it in the steering. Although it responds quickly and directly, one always has to steer a bit more and correct in curves. Slightly annoying, but not really a game-changer.

Prices are more likely to be a spoiler. The Q6 in Sportback attire costs at least 66,000 euros (approx. 75,708 USD). The SQ6 is listed at 107,000 euros (approx. 122,739 USD). This makes them each 2,400 euros (approx. 2,753 USD) more expensive than the SUV.

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