The 2025 Audi e-tron GT RS Performance has a special way of welcoming you. As you approach, it does the usual show of blinking headlights and tail lights, plus puddle lamps projecting red RS logos on the ground. That's nothing special these days. But when you get to the door and reach for the handle the car literally rises to meet you, springing up two full inches to ease your entry into this ultra-low, extremely long sport tourer.

At least, it will do that if you spend the extra $11,000 for the new active suspension, a very worthy add-on to this $167,000 sports car and just one of the dozens of upgrades Audi made to the big performance machine for 2025. And it's good that those upgrades are so substantial, because from the outside, the car looks barely different than what came before.

Audi slightly massaged the front grille, while the diffuser projecting from beneath the rear bumper looks far cleaner than before. Still, you'd be hard-pressed to tell new from old from a distance — or up close, for that matter. The biggest exterior change is probably the roof of the e-tron GT, which is now available in your choice of shiny or matte carbon fiber. Or, if you're more interested in sunshine than weight savings, you can opt for a new glass roof with nine separate integrated liquid crystal panels that turn opaque at the touch of a button.

That makes for a fun talking point if you feel the need to impress your friends, but the 912 horsepower on tap will surely take care of that. Fire up launch control, and even the most jaded motorheads will be left utterly breathless. The e-tron GT RS Performance rockets from zero to 60 mph in just 2.4 seconds, which is a world-class figure, but what's more impressive is how it just keeps on going. I had a chance to run the car up past 130 mph (on a closed track) and the feeling was right on the border between thrilling and terrifying. The forces squeezing me into the (thankfully quite supportive) sport seat made my animal brain scream for sweet release.

Audi

That wasn't the only mindjob happening here, though. That new active suspension can be set to actually make the car lean into corners while also dipping the nose under acceleration and lowering the tail when you hit the brakes. It's all in an effort to create a more stable, predictable platform, enabling you to drive the car hard without your passengers losing their patience — or their lunches.

The capabilities of the RS e-tron GT Performance are definitely remarkable in any condition. A quick twitch of your right toe is enough to send it leaping forward, and for those special moments, you can get about an extra 94 horsepower by pressing the big red BOOST button on the steering wheel.

Unfortunately, that's about the only thing good about the wheel. For this new e-tron GT, Audi shifted to the type of capacitive touch buttons that everybody hates on the Volkswagen ID.4, which are both challenging to use by touch and yet easy to accidentally trigger. I kept raising the volume on the stereo every time I made a left turn. That's no good.

The rest of the interface is much the same as before, with the 10.1-inch touchscreen angled in the middle of the dashboard. It's running Audi's MMI software though, which is a bit sluggish at times. Still, between the touchscreen, the Virtual Cockpit digital gauge cluster behind the wheel and the HUD projected on the windscreen, you have no shortage of displays to admire.

The rest of the cabin is largely unchanged as well, which isn't a bad thing. Seats up front are supportive yet comfortable, power-adjustable in all the right ways, heated and ventilated, and sit low enough in the car to offer plenty of headroom. Seating in the back isn't bad either, with a bit of extra legroom provided by a division in the battery pack, creating space for rear passenger feet.

That rear-seat layout is the same as before, but while the battery pack shape is the same, crack it open and you'll find all sorts of newness. Audi changed the chemistry of the cells and that, plus some design revisions, has boosted energy density, which means more capacity in the same space.

The battery now offers 105 kWh of total capacity (95 net), which is up from 93.4 before, while other changes have boosted charging speed. The maximum charging current is up to 320 kW from 270 kW before, and the battery can now maintain that speed at a wider range of temperatures. The result is an 80 percent charge in just 18 minutes. That's about 240 miles worth of range in the time it'll take to make a pit stop yourself. 

All those battery upgrades provide up to 300 miles of range on the 670 horsepower S e-tron GT or 278 miles of range on the faster RS e-tron GT Performance. Those figures represent a gain of between 29 and 51 miles over the old car, depending on which spec you choose. That's a major boost in longevity, and since that new suspension is equally good at being soft and cosseting as it is sharp and exciting, the GT makes for a remarkably good touring car. I spent most of a day idling my way in and out of Las Vegas in one, and I would’ve gladly done many more miles without complaint.

But with all that power and handling, the GT is happiest when it’s pushed to its limits. The only challenge is your budget will be pushed, too. The 2025 S e-tron GT costs $125,500, while the faster RS e-tron GT Performance starts at $167,000. That means all the new battery tech and brain-scrambling power have added about $20,000 to the sticker prices of the previous year's car. And you'll spend even more if you want all the toys.

So, the RS e-tron GT Performance is expensive, but impressive too. We're still barely a decade into seeing what high-performance EVs can do, an engineering journey that will surely take us to new heights in the years to come. But what this car can do today is remarkable, with acceleration so strong that it's uncomfortable, suspension so advanced it can dance, and yet all the comfort and poise befitting an Audi.

This article originally appeared on Engadget at https://www.engadget.com/transportation/evs/audis-refreshed-rs-e-tron-gt-performance-brings-shocking-speed-for-a-premium-price-130154710.html?src=rss

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© Tim Stevens for Engadget

Before a new car comes to market, it's subjected to many months, sometimes years, of rigorous testing around the world. Sweden often hosts a big part of that journey, its cold northern expanses offering the perfect mix of frigid temperatures and frozen surfaces.

It's there that I myself got to do a little testing of an upcoming new EV from Mercedes-Benz. It's the GLC with EQ Technology, an all-electric version of one of the company's most popular SUVs. With new batteries, new motors and a higher-voltage charging system, it marks a significant departure from, and upgrade over, the company's current EV offerings like the EQE SUV.

But could it be better to drive? That's the question that brought me to Sweden. I'm generally quite comfortable driving on the ice and snow. I've certainly been doing it long enough, living in the northeast my entire life and ice racing for the last 20 years. But, put me behind the wheel of a priceless, hand-built prototype and I'll usually take a few extra minutes before I start to really push things.

Not so when I got behind the steering wheel of the electric GLC SUV. Within 30 seconds, I had my foot flat to the floor, and I, along with a wide-eyed development engineer, were flying down an ice-covered trail bisecting a birch tree stand.

Andre Tillmann on behalf of Mercedes-Benz AG

That's how good the new GLC's traction and stability control systems are. Where most cars will simply cut all the power in a slippery situation like that, especially practical-minded ones like a typical crossover SUV, the GLC was far more giving. When the grip was low over sections of dark, glassy ice, the system reduced the power application and kept me from making a big, expensive dent in a snowbank.

When the grip was there, though, the GLC quickly ramped back up to maximum acceleration, relying on the power of its dual electric motors and all-wheel drive to keep us tracking smoothly and cleanly between the trees. Those motors and the smarts that control them are all part of Mercedes-Benz's new platform, MB.EA. These are permanent magnet type motors, with the front one featuring a physical disconnect to reduce its drag when it's not needed.

The car also features a new heat pump that’s able to absorb thermal energy from the ambient air as well as the car's various internal systems. Mercedes engineers said it will warm the cabin twice as fast using half the energy as their current EVs. Indeed, the interior in the GLC was quite cozy despite temperatures well below freezing.

Unfortunately, I can't comment on the vehicle's range in those conditions. This is just a pre-production prototype, after all. Still, I'm expecting a substantial improvement over the 307 miles the EQE SUV can manage on a charge. The batteries in the GLC rely on a revised chemistry, said to reduce the reliance on troublesome cobalt while also increasing energy density. That means more miles per pound of battery.

Andre Tillmann on behalf of Mercedes-Benz AG

Another thing helping to extend range is a revised regenerative braking system. The GLC will feature multiple different rates of regen, including a one-pedal mode that will bring the SUV to a complete stop. When you do go for the brake pedal, though, you might notice it feels a little weird.

That's because stepping on the pedal doesn't really do anything. Similar to a sim-racing pedal set, the resistance here is simulated. You're not feeling a hydraulic system squeezing pistons, just springs compressing.

It's a different sensation, but not a bad one. The idea is that the car will give you a steady, consistent feel regardless of what you're doing or how you're driving. The car itself will determine how much of your desired deceleration can come from the regenerative power of the electric motors. When it needs more than they can provide, it seamlessly calls in the physical brakes for reinforcement.

In practice, it works brilliantly. The car stops smoothly and cleanly, and there's none of the occasional uneven braking that you get when stomping hard on the stop pedal in an EV. The lack of pedal feedback when ABS engages is a bit disappointing, but then I've heard that pulse causes some people to lift off the brake pedal, so perhaps it's for the best.

Andre Tillmann on behalf of Mercedes-Benz AG

When stomping on the other pedal, again, the GLC accelerates strongly. It's quick enough to keep performance-minded drivers entertained. Still, given the low-grip nature of the roads and trails I covered, I can't say just how competent a handler it will be.

I can say that the optional air suspension did a sublime job over truly terrible road conditions. Ruts, washboards, frost heaves, you name it, the car happily soaked it up, even raising the suspension by an inch when some deeper snow and ice necessitated a little more ground clearance. On smoother roads, the GLC was every bit the quiet limousine that you want a luxury EV to be. There was a bit of road noise from the aggressively treaded snow tires, but this thing should be a delightful cruiser on normal tires.

The only problem? We'll have to be patient. The GLC is set to make its formal debut in Germany in September, which means it likely won't enter production until well into 2026. Mercedes-Benz hasn't set a price for the electric GLC yet either. Given the state of the world right now, it's anyone's guess what the incentive/tariff situation will look like for foreign EVs, even those built in the US like Mercedes-Benz's current EQS SUV.

If it's priced right, though, and if it doesn't look too awful once those camouflage stickers and taped-on protrusions are removed, it should be a winner. I already can't wait for another go behind the wheel and another chance to get even more comfortable.

This article originally appeared on Engadget at https://www.engadget.com/transportation/evs/mercedes-benz-glc-with-eq-technology-prototype-drive-better-when-chilled-230157718.html?src=rss

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© Andre Tillmann on behalf of Mercedes-Benz AG

While there's plenty of automotive news to go around at CES 2025, far and away, the talk of the show is the Afeela 1. Again. For five years now, Sony has been showing off some variation on this same theme, first as the Vision-S in 2020, then the Vision-S 02, before adopting the unfortunate rebranding to Afeela in 2023, and this year finally to Afeela 1.

Along the way, the car lost what little interesting styling it had while sticking true to some specifications that sounded good five years ago. Everything just feels a bit off, not the least of which is its starting price: $89,900.

I got a chance to get up close and inside the car, a demo that began with another explanation of what Afeela means. It's a sort of overwrought portmanteau for the words autonomy, augmentation, and affinity.

This year's Afeela 1 is little changed from last year's numberless show car. The only significant visual update is found in the sensor pod protruding from the leading edge of the roof. A LiDAR module now stands proud, along with a couple of cameras on either end, staring in opposite directions chameleon-style.

While the bug-eyed look is not particularly charming, it is the only bit of visual character in an otherwise bland design. The lone other external talking point is the display embedded in the leading edge of the hood. This "media bar" is another thing that seemed novel and fun a few years ago on a concept car.

Tim Stevens for Engadget

It's supposed to welcome you to the car or provide messages to those around you. But it's hard to read from afar, and up close you can see the unfortunate seam down the middle where two panels were somewhat crudely joined together to form the thing.

To open the driver's door, you either tap a button in the app or press a small button embedded in the pillar. There are no door handles to pull, not even a token fin like on the Ford Mustang Mach-E. I couldn't help asking what do you do if you park in an ice storm and the door is frozen shut. I wasn't given much of an answer.

Those doors open to a space that's every bit as understated as the exterior except for one thing: the dashboard-spanning display. It's vibrant and clear and about the only thing in here that reminded me that this is a Sony product. Well, that and the DualSense controller that you can pair to the car and then fire up PS Remote Play while you charge.

And you'll need something to do because the maximum charge rate of the Afeela 1 is 150 kW for its 91 kWh battery, which provides an estimated 300 miles of range. Compare that to a cheaper Lucid Air, which can charge twice as quickly and cover over 400 miles on a charge and you begin to see the real problem with this thing.

That display plus the ambient lighting within the car are all comprehensively customizable, with the same sorts of themes available on the PS5. I sampled the Ghost of Tsushima and Fortnite themes, each of which splayed the interior in the proper series of colors, adding a splash of personality to the otherwise vanilla surfaces.

Tim Stevens for Engadget

That big display is the major talking point, but look a little lower and you'll spot the world's largest volume knob situated between the seats. It's bigger than the iDrive knob on most modern BMWs, yet only controls the output of the 28-speaker Dolby Atmos sound system.

The software interface, meanwhile, looked largely unfinished, little more than a two-row grid of oversized boxes representing apps, settings and car controls. Given the width of the display, vital controls can easily stretch beyond the driver's reach, leaving you to drag the whole array back to the left to get what you need.

After so many years of seeing what Sony's first car would really look like, I couldn't help feeling disappointed when I climbed out. But not nearly as disappointed as I was when looking down the spec sheet again.

There are two trims of Afeela 1, the $89,900 Afeela 1 Origin and $102,900 Signature. The latter has larger wheels (21-inch vs. 19), a rear-seat entertainment system (displays embedded in the headrests plus an HDMI input) and additional cameras. The Origin, meanwhile, is only available in black.

Seriously.

Tim Stevens for Engadget

Why Sony would even think about launching a $90,000 car that is only available in black is beyond me. Spend the $13,000 more for the Signature model, and you still only get three forgettable shades: white, gray and black again.

In the Origin we have a car that costs $20,000 more than a Lucid Air Pure but has considerably less range and slower charging speed. Go for the $102,900 Afeela 1 Signature trim, and you're now spending more than a Porsche Taycan, which admittedly has less range but looks far better and will almost assuredly be the more engaging drive.

Five years ago, Sony's vehicular aspirations made for an odd but intriguing project. Now, it all just seems misguided. How will it feel in another 12 months when the first cars start rolling off from Honda's Ohio factory? That's anyone's guess, but I can't imagine tomorrow's market will look any more kindly upon this vehicular curiosity.

This article originally appeared on Engadget at https://www.engadget.com/transportation/evs/sonys-afeela-1-feels-like-a-playstation-4-in-the-ps5-era-184620132.html?src=rss

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© Tim Stevens for Engadget

At a surprisingly star-studded event this morning, BMW showed off the final form of its long-awaited and long-teased Panoramic iDrive system. It's a combination of an oddly angular touchscreen, a windshield-spanning heads-up display, and an LLM-powered AI assistant. The big news? It's coming to every future BMW.

Comedians Tim Meadows and Ken Jeong welcomed the assembled crowd into a studio designed to look like an oversized interior of the company's upcoming Neue Klasse. They did their best to goad BMW's Bavarian executives into a series of jokes and bits that mostly fell as flat as the central touchscreen that now dominates the iDrive experience.

Thankfully, it's not comedy that brought us to Las Vegas this week, and the good news for BMW is that the interface looks good. The software behind the scenes is called BMW Operating System X, and it powers a new iDrive that combines screens and voice commands to create a familiar but far more comprehensive interface than anything we've seen in a BMW before.

It all starts with that central touchscreen, but even that is different. Rather than being square or curved like in other BMWs, the new panel is rhomboid-shaped, a slanted polygon whose leaning posture doesn't seem to really augment the experience but does at least look distinctive.

The panel is also tilted slightly towards the driver and is running software that is at least familiar to anyone who's used the current iDrive interface. A static bar along the bottom provides quick access to the most important things, like controls for the heating system. Above that, a stylized, 3D view of the world makes sure you're always situated.

Things get more interesting when you move up the dashboard. Running along the base of the windshield is what BMW calls Panoramic Vision. It spans the width of the car, with the left-most portion handling typical gauge cluster duties like displaying current speed, active safety controls, and even warnings.

Tim Stevens for Engadget

The rest of the Panoramic Vision display is customizable, with six widgets that you can drag up from the central touchscreen covering things like outside temperature, navigation ETA, and even another widget showing you turn-by-turn information. It's much that we've seen in demos from BMW before, but now nearly ready for prime-time with the cars shipping at the end of this year.

Given the Panoramic Vision's importance in the overall in-car experience, I asked the guy who oversaw the development of all this, BMW's SVP of connected company technical operations Stephan Durach, whether there were any visibility issues in the bright sunlight.

"This technology is a little bit different than a traditional heads-up display... we're using black print on the bottom. In bright sunlight, it's even performing a little bit better," he said. "You'll not have any issues at all."

If that's not enough displays for you, there's another HUD situated on the left, up above the Panoramic Vision, which gives 3D navigation information for the driver. Yes, between the touchscreen, the Panoramic Vision display, and the HUD, you can get three separate feeds of turn-by-turn directions.

In other words, if you miss a turn in this thing, you have nobody to blame but yourself.

BMW

BMW also quickly demonstrated a new in-car LLM that, for now at least, is only for navigation. It was all pre-recorded, so it's anyone's guess how well this will work in reality, but in the demo, at least, it quickly found "the best beach" and navigated there. When our pretend driver left the city, the car even asked whether to automatically engage Sport Mode, which was a nice touch.

BMW's Durach confirmed that Android Auto and Apple CarPlay will still be supported. He also teased that there are some more fun tricks to come that will get passengers more involved in the experience.

BMW ended the presentation by confirming that Panoramic iDrive will not only be coming to the Neue Klasse when it finally hits the market at the end of this year but will be the standard interface for all new BMWs that launch after that. That means the days of the rotary iDrive controller are now officially numbered.

I asked Durach if he had any parting words for this once-revolutionary vehicular interface.

"We take a look at all of our data and usage... you can really see that the usage of our rotary controller is declining dramatically," he said. "People don't even touch it."

It's a harsh send-off, but these days you just can't cry over progress.

This article originally appeared on Engadget at https://www.engadget.com/transportation/ces-2025-bmws-vision-spanning-panoramic-idrive-will-make-sure-you-never-miss-another-navigation-prompt-192022046.html?src=rss

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© Tim Stevens for Engadget

Tim Stevens for Engadget

I've been on a bit of a quest to replace all the LCD panels in my life with OLED. I recently swapped an aging (and shattered) iPad Pro with a Samsung Galaxy Tab S9, which is much easier on the eyes when watching late-night, trans-Atlantic movies. I've been a Galaxy S user for many years now, and I also switched to a Lenovo X1 Carbon laptop with an OLED display this year. I guess you could say I'm quite drawn to the rich color reproduction and stellar contrast, especially in low-light situations.

Given that, I was intrigued by Audi's new Q6 E-Tron, which has the most expansive suite of OLED displays I've ever seen in a car. Not only did Audi's engineers splay a series of curved panels across the dashboard, reaching practically from the left door to the right, they even embedded them into the taillights out back. It's an OLED smorgasbord, but it'd be a big waste of electroluminescence if the car weren't any good.

Thankfully, it is.

The Q6 E-Tron is Audi's new crossover SUV, a five-passenger model that pairs nicely with the current Q5. The new Q6, though, is slightly larger in most dimensions and — more significantly — battery-powered. This is in keeping with the brand's current mission to differentiate its EV line from its ICE offerings by assigning even-numbered designations to electric models and odd numerals to the gas-powered ones.

Tim Stevens for Engadget

At first, I thought this numerical nomenclature was just that — odd. But with the market increasingly skeptical about electrification, this gives Audi the ability to position its battery-powered and internal-combustion (ICE) cars in the market in parallel while also differentiating them, catering to buyers who are happy to plug in as well as anyone who still sees filling up at a gas station as preferable.

No judgments, you do you, but for those ready for an electric lifestyle, the Q6 E-Tron is Audi's most compelling offering yet.

It starts with a fresh look. This SUV carries enough familiar styling cues, like the brand’s four rings, to make it immediately identifiable as an Audi. Despite that, it looks thoroughly fresh and clean. From the big, aggressive front fascia and lighting on the nose to the evocatively curved fender flares on the side (a nod to the E-Tron GT), it looks great at any angle, up to and including the pert and clean lighting at the rear.

That continues on the inside. Overlapping shapes and contours create an interesting space, while a selection of mostly quality materials make for surfaces as nice to touch as they are to admire.

Tim Stevens for Engadget

As you step from the Q6 to the sportier SQ6, that just improves, with a slash of racy microsuede material across the dashboard paired with a bit of carbon fiber. The SQ6 delivers a healthy 509 horsepower to all four wheels in launch mode (483 without) thanks to a dual-motor configuration. The lesser Q6 Quattro still impresses with 456 hp from the same dual motors (422 not in launch mode). There's also a rear-drive, single-motor Q6 with 322 hp in launch mode (302 without), but I don't think many folks will choose that one, for reasons I'll delve into a bit later.

At Audi's US launch of the Q6, I sampled both the Q6 Quattro and sportier SQ6 and was really impressed by their disparate driving characters. The Q6 is comfortable and quiet, with generally good ride quality when outfitted with the optional air suspension and engaging handling. As you cycle through the various drive modes, there isn't a radical change, but switch to Dynamic mode, and it does get a fair bit more exciting.

Those who want a more vigorous experience, though, will want to step up to the SQ6. The extra power is nice, yes, but the combination of larger wheels with sportier tires and a more aggressive suspension tune makes for a car that feels substantially more engaging. It handles nicely for a small SUV and actually delivers good feedback through the steering, making for something that wants to be pushed through the corners.

Tim Stevens for Engadget

But that extra helping of aggression does come at a cost. The SQ6 has a noticeably harsher ride quality, even when its air suspension is at its most comfortable mode. There's also a good bit more road noise from the tires, too.

That noise is still quite scant compared to a typical, internal-combustion car, making the Q6 a great venue for the 20-speaker, 830-watt Bang & Olufsen sound system. It's optional, but it's a worthy upgrade if only thanks to the extra speakers mounted into the headrest.

Many cars have stuck speakers behind your head in the past, but Audi's doing some interesting things here, like directing voice navigation prompts and even call audio directly to the driver's ears. Initially, the effect is a little unnerving. It almost feels like bone conduction, as if the nav system were announcing the next turn directly inside your head, but that direct connection means it's far less distracting for anyone else in the car.

I always turn off voice prompts in my cars because they disrupt the flow of music, but with this, I could see myself actually leaving them on.

Tim Stevens for Engadget

As good as the sound is, the visuals are much better. The hallmark of the interior are those aforementioned OLED displays, three of them, measuring 11.9 inches on the left behind the steering wheel, 14.5 in the center for the primary, curved infotainment display and an optional third, 10.9-inch screen for the passenger on the far right.

These three aren't as tidily integrated as Mercedes-Benz's mighty Hyperscreen, but the quality of the displays seems higher, and the capability is impressive, too. The passenger can cue up YouTube videos and watch them if they like, while a dynamic privacy filter keeps the driver from snooping.

There are plenty of other apps, too. I installed The Weather Channel to get an update on the forecast while I was in the passenger seat to see whether there was any sunshine ahead for the next photo stop (there wasn't), but familiar media apps like Audible and Spotify were primed for download, too.

Audi

The revised MMI interface is busy, and I occasionally struggled to find settings in various submenus, but it is at least responsive. And, with both wireless Android Auto and Apple CarPlay on offer, you can bring your own experience. My biggest interface problem was actually with the steering wheel. The controls on the spokes are capacitive touch, and during a half-day behind the wheel, I accidentally hit the volume up button a half-dozen times. What's wrong with actual buttons, again?

If all those displays aren't enough, the Q6 also offers an optional, augmented reality HUD that sits right in your field of view. This means it can do things like project hovering blue arrows to tell you exactly when to turn but also identify on the road where the speed limits change and even paint warning arrows over cars that you're following too closely.

The sweeping and flashing graphics in the HUD are distracting at first but effective. If you're the sort who's never quite sure which turn to take when your nav tells you to take the third exit from the next roundabout, this HUD is for you.

So, the tech and the drive are quite compelling. How much are you going to pay for this privilege? It is, predictably, not cheap — but also not outrageous in the grand scheme of today's luxury SUV EV offerings.

Tim Stevens for Engadget

The base, rear-drive 2025 Audi Q6 E-Tron starts at $63,800 and will do 321 miles on a charge from a 100 kWh (94.4 net) battery pack. Stepping up to the dual-motor Quattro edition costs just $2,000 more and only loses 14 miles of range, an EPA rating of 307. This is why I think few people will opt for the RWD flavor.

The RWD car also charges more slowly: A 260 kW max charge rate compared to 270 kW for the Quattro cars.

The SQ6 Quattro does 275 miles on a charge and starts at $72,900, while the version I drove with all the displays and toys was $83,840. Yes, that's a lot, but if you don't need all that performance, the loaded Q6 Quattro I drove was $76,790. Still not cheap, but a bit less than the $77,295 starting price of the electric Porsche Macan, which shares virtually the entire drivetrain and platform.

The problem? That's a huge premium over the starting price of Audi's most comparable gas-powered machine, the Q5, which can be had for as little as $45,400. Is the Q6 worth the extra cost? I wouldn't necessarily spring for the sportier SQ6, but even the base Q6 offers far more power and tech than the Q5, plus lower running costs and a lack of maintenance. Despite the similar name, it's in a different class. Sure, it's a bit of a splurge, but I'd rather have the even-numbered one in my garage.

This article originally appeared on Engadget at https://www.engadget.com/transportation/evs/the-audi-q6-e-tron-is-an-oled-dream-machine-140018286.html?src=rss

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