A6 reinvented as an electric car.

In the transition from combustion to electric power, Audi adopts an interim solution: electric cars and combustion cars will co-exist for a generation, the former taking the original nameplates like A4 and A6, while combustion alternatives taking A5 and A7. (Amendment on Feb 4: just one day after this article has been published, Audi shocked the world by announcing U-turn on the new naming strategy as dealers expressed concerns about confusion. The upcoming combustion version will be called A6 TFSI or A6 TDI instead of A7, while electric version can be distinguished by "e-tron". However, A4 and A5 will keep going as planned.) Unlike the flexible power approach of BMW’s CLAR platform, Audi opts for completely different platforms. The combustion cars use Premium Platform Combustion (PPC) which is actually a lightly updated version of the outgoing MLB Evo platform, while electric cars get a brand-new skateboard platform called Premium Platform Electric (PPE) which is shared with Audi Q6 E-tron and Porsche Macan. It runs 800V electrical system, so you can expect higher energy efficiency and faster charging than the 400V systems currently employed by BMW and Mercedes, although the upcoming Neue Klasse and CLA will switch to 800V as well. 

As it is an all-new platform co-developed with Porsche, we expect sports car like proportion. Somehow, the A6’s packaging is not particularly good. Technical drawings show the battery pack, which fills fully between axles, is quite thick. The A6 is actually the same height as its combustion predecessor, but this is achieved by using a shallower greenhouse. The waistline is set high, so is the bonnet, making the body looks thick and the car bulky. To make matters worse, Audi places its sealed version of single-frame grille higher at the nose, below which is a messy combination of lights, intake grilles and gloss black panels. I don’t understand why it cannot make the proportion nicer to eyes. Considering electric motors are more compact than engines, it could have lowered the bonnet easily. The waistline could cut deeper into the doors so that windows can be enlarged. Had Audi done in that way, the A6 could have looked much healthier in proportion. Tesla and Lucid managed to do so, why not European manufacturers?

Apart from switching to full-electric, the new A6 is also converted into a fastback, or in Audi's language, Sportback. There might be two reasons for the change: Firstly, as an electric car it needs a sleeker shape to achieve lower drag hence longer range. In fastback form, the A6 has a very low Cd of 0.21 (though you need the optional rearview door cameras to achieve). Avant is also very good at 0.24. Secondly, the presence of rear-drive motor means the boot will be inevitably shallower. A fastback allows stacking luggage up to the roof thus is more accommodating. In this case, its 502 liters boot is competitive enough. Unfortunately, the Avant’s luggage space is exactly the same as the sedan, which is small for a wagon.

Open the doors, you will see the rear seat is mounted close to the cabin floor, so passengers will need to have their legs raised, and there is precious little foot space left under the front seats. Rear headroom is not much better, compromised by the sloping roofline. Not exactly a disaster, but certainly not something a luxury car deserves. This means Avant is a better bet.

Most of the dashboard is shared with the latest A5, especially the curved display combining an 11.9-in instrument and 14.5-in touchscreen, both are OLED thus show bright and crisped graphics. Though still called “Virtual Cockpit”, the new instrument is not quite as configurable as the old one, which could display navigation map at the background. The touchscreen infotainment system gets improved user interface, but it is no replacement for physical switches. A rotary knob is kept for adjusting audio volume, but climate control and driving aids must go through the touchscreen, which is not handy enough when you are driving. Moreover, the haptic touch-sensitive buttons on steering wheel are prone to be activated accidentally.

Rear seat comfort is compromised by high floor and sloping roofline.

Build quality and material choices of the cabin seem to be adequate, especially fabrics made from recycled plastics. However, at the door panels and lower down the dashboard you can find plenty of hard plastics, which do no justice to the car’s premium prices from £64,000 to £84,000, or even £100K for S6. The gloss black plastics on center console look a bit cheap, too. On the plus side, the optional panoramic glass roof can lift the premium feel. Its transparency level is adjustable, not just as a whole but can be individually for front and rear rows. It also helps relieving the claustrophobic feel at the rear bench.

Compared with its flawed styling and packaging, the technical side of the new A6 is a lot better – after all, the PPE platform is co-developed with Porsche. No longer compromised by the Quattro layout, the electric Audi can utilize rear-wheel drive for single-motor version and achieve 48:52 weight distribution – very un-Audi, isn’t it? Base model offers 286 horsepower, or briefly boosted to 326 hp in launch mode, good for 0-60 mph in 5.7 seconds. Its 83 kWh battery pack achieves a WLTP range of 624 km (388 miles), showing impressive efficiency.

All other models employ 100kWh pack for even longer range. A6 Performance uses a larger motor to offer 367 hp (or 381 hp in launch mode), achieving 0-60 mph in just over 5 seconds and 753 km (468 miles) of range. A6 Quattro adds another motor at the front axle, boosting horsepower to 428 hp (or 462 hp in launch mode) and cutting 0-60 to 4.3 seconds, but reduces range slightly to 714 km (444 miles). All are massively more efficient than the BMW i5 and Mercedes EQE. While its performance is not particularly strong for an EV, the Audi’s strongest selling point must be its outstanding range and efficiency. Charging is also pretty quick at 270kW, taking 21 minutes to go from 10-80 percent for the larger battery.

The car rides on 5-link suspensions front and rear. Like its predecessor, adaptive air springs can be added, otherwise it relies on passive frequency selective dampers. Rear-wheel steering is not offered this time around, perhaps because the car is better balance enough.

Not particularly quick, but chassis delivers decent handling and impressive refinement.

On the road, the A6 Performance or Quattro feels quick enough. Power delivery is predictably responsive, but more important is smooth and linear. Cruising refinement is impressive, thanks to the quiet powertrain, lack of wind and road noises. If you opt for air suspension, the ride is smooth, too, even on the largest 21-inch wheels for S-line trim. Likewise, the brake pedal is expertly calibrated, blending regenerative and mechanical braking seamlessly. You may adjust the level of regenerative braking among different settings or using paddles.

The air suspension also lends the A6 good body control. The Michelin Pilot Sport EV tires offer decent grip considering they are low rolling resistance rubbers. However, the A6 still lacks the driver appeal of BMW i5, let alone a Porsche Taycan or Audi’s own E-tron GT. Its steering is precise but short of communication, a typical Audi problem. While the A6 balances well in normal driving, push harder and you will be reminded of its 2.2 tons weight as the car understeers. Its balance is probably less adjustable than the BMW, although the difference is smaller than ever before. Overall, the A6’s chassis seems well polished, delivering superb refinement and decent handling.

In addition to the excellent efficiency and driving range as well as quick charging, it sounds every bit the ideal electric car Audi aims to build. What a pity the styling is so uninspiring, rear seat comfort is compromised and the user interface flawed. Don’t know why when Audi has sorted problems out, some new problems must arise. When can it put all things together correctly and end up as a winner?

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