Latest from Car and Driver
Car and Driver
10 hours ago
- Automotive
- Car and Driver
Audi Isn't Abandoning Gas Engines for EVs by 2033 Like It Planned
Audi is removing its planned 2033 all-EV deadline, according to a report by Autocar. Last year, the company decided to put more funding into developing hybrid technology. Sure to please Audi performance fans, there's the potential for future gas-powered RS models. Last year, Audi softened its plans to wind down a transition to an entirely electrified lineup, suggesting that plug-in hybrid technology was worth developing as a bridge to EVs. Still, the company's official stated plan was a full EV range by 2033, so no more internal-combustion-powered Audis. Now, as reported by Autocar, that deadline is off the table. The EV Deadline Is Dead Citing an interview with Audi CEO Gernot Döllner, Autocar notes that the decision to continue developing combustion engines is part of keeping the company's lineup "flexible." The new short-term plans include a new lineup of gas-powered vehicles, hybridized or not, to be rolled out by next year. There's no new deadline for full electrification, but Döllner said he expects Audi to still be producing gas-powered cars past 2033. View Photos Michael Simari | Car and Driver These plans are likely dependent on the market, as EU laws have a set target date of full electrification by 2035. On this side of the Atlantic, about 12 percent of Audis sold in the United States were EVs. Globally, that percentage rises to 30 percent, with total figures slightly ahead of Mercedes but lagging BMW. Audi will still be putting R&D money towards its all-electric vehicles and no doubt benefiting from the Volkswagen Group's broader strategy. However, there's perhaps a little hope here for those who weren't quite ready to throw in the towel on gas-powered performance Audis. View Photos audi New Gas-Fed RS Models? Indications are that RS versions of gas-powered Audis will still be on the table. Audi's performance division has delivered some hugely characterful motors over the years, from the RS6's twin-turbo V-10 to the TT RS's snorty turbocharged inline-five. Speaking of the Audi TT, Döllner didn't entirely close the door on speculation that it might return, perhaps accompanied by its big brother, the R8. He said it was too early to talk about such things, but that there might be a chance to be surprised in the future. Don't hold your breath, but the gas-powered four-ring circus hasn't left town yet. Brendan McAleer Contributing Editor Brendan McAleer is a freelance writer and photographer based in North Vancouver, B.C., Canada. He grew up splitting his knuckles on British automobiles, came of age in the golden era of Japanese sport-compact performance, and began writing about cars and people in 2008. His particular interest is the intersection between humanity and machinery, whether it is the racing career of Walter Cronkite or Japanese animator Hayao Miyazaki's half-century obsession with the Citroën 2CV. He has taught both of his young daughters how to shift a manual transmission and is grateful for the excuse they provide to be perpetually buying Hot Wheels. Read full bio
Car and Driver
10 hours ago
- Automotive
- Car and Driver
Next Year You Can Get New Parts for Your Old NSX Straight from Honda
Honda is launching a new parts program for its heritage sports cars. The program will start with the NSX and is set to launch next spring. There will also be an in-house restoration option, but only in Japan. The first-generation Acura NSX is by now a well-established practical classic. If you wanted a bargain on one, we have bad news: you'll have to invent a short-range time machine. However, even though Honda's mid-engined masterpiece is more durable and requires less intense servicing than a contemporary mid-engined Ferrari, it is going to chew through parts if you drive it, particularly wear items. If you have one, you should totally drive it. Honda certainly thinks so. In a move that's been talked about for several years, Honda recently announced that it would be supplying new parts for the old NSX, beginning in spring of 2026. These are not new old-stock items, but brand-new replacement parts created through modern technologies such as remanufacturing and 3-D printing. Honda also intends to launch an in-house restoration operation, though that's only planned for customers in Japan so far. View Photos Jessica Lynn Walker | Car and Driver Toyota and Nissan have similar programs for their heritage cars, and it's no surprise that Honda is choosing the NSX for the rollout. There will also be supplies of new parts for other sporting models, probably the Integra Type R and S2000. Preserving company heritage is just good optics, and it's great news for fans of the brand. Those fans should call up Hiroshima and thank little Mazda for leading the charge here. Mazda was the first to initiate a program of new replacement parts for the first-generation Miata and is currently working on a program to supply new parts for the RX-7 twin-turbo. Both are eligible for in-house restoration, although the process is pretty slow-moving, with only a few cars per year. A global supply of new parts and high values for the NSX might combine to get some neglected cars back on the road. Maybe one of those might be the bargain you're looking for. And if you're lucky enough to already have an NSX in your garage, maybe plan to hit the road this weekend. Brendan McAleer Contributing Editor Brendan McAleer is a freelance writer and photographer based in North Vancouver, B.C., Canada. He grew up splitting his knuckles on British automobiles, came of age in the golden era of Japanese sport-compact performance, and began writing about cars and people in 2008. His particular interest is the intersection between humanity and machinery, whether it is the racing career of Walter Cronkite or Japanese animator Hayao Miyazaki's half-century obsession with the Citroën 2CV. He has taught both of his young daughters how to shift a manual transmission and is grateful for the excuse they provide to be perpetually buying Hot Wheels. Read full bio
Car and Driver
14 hours ago
- Automotive
- Car and Driver
Tested: 2025 Audi Q6 e-tron EV Soothes, Lacks Swagger
Roundabouts have been sprouting up across America, including along the little countryside roads connecting Car and Driver's Ann Arbor home base to our 10Best evaluation loop. This mark of progress can rile some drivers, but Audi's Q6 e-tron uses its electric strengths to take the edge off that on-the-ground change. As we approached roundabouts and lifted off the accelerator, this compact electric SUV's regenerative braking reliably scrubbed off just the right amount of speed, letting us glide in easily and accelerate out briskly. Likewise, when approaching tighter curves or going downhill, the Q6 cranked up the regen and simply sailed through. EVs, like roundabouts, are something that makes a world of sense—and whether you love 'em, hate 'em, or land somewhere in between, they're increasingly part of the future. Porsche and Audi got a head start on the fast-charging 800-volt form with the Taycan and e-tron GT, respectively. Now, about five years later, the VW Group has transposed that tech for a broader market with the Audi Q6 and its PPE (Premium Platform Electric) fundamentals, which are shared with the Porsche Macan EV. View Exterior Photos Michael Simari | Car and Driver Those underlying bits help make the Q6 one of today's fastest-charging EVs. Audi says its battery can juice from 10 to 80 percent in as little as 21 minutes on a DC fast-charger, with a peak at 270 kilowatts. During testing, we saw a 35-minute charge from 10 to 90 percent with a peak of 264 kilowatts and an average of 129 kilowatts. That's a far quicker time than we've seen from the BMW iX, and it even beats the 800-volt Kia EV9 (which has about the same-size battery pack) by a couple of minutes. HIGHS: Road-trip-ready fast-charging, real-world range, impressive brakes and regen. Audi has suggested that NACS charging adapters are on the way this year, and when that time comes, the Q6 e-tron will be able to charge at rates of up to 135 kilowatts on Tesla's legacy V3 Superchargers, by splitting its 94-kWh battery pack into two 400-volt halves charged in parallel. To make charging more accessible, the Q6 e-tron has AC charge ports on both sides (with DC on the driver's side, as well, which works out nicely for Superchargers). In 75-mph highway driving, the Q6 e-tron went 250 miles, sailing 10 miles farther than an EV9 while carrying a battery with roughly the same capacity. And that was with our tester's optional 20-inch wheels (19s are standard), which bring a 295-mile EPA range rating. View Exterior Photos Michael Simari | Car and Driver Outside of the Q6 e-tron's excellent charging and range credentials, it's an EV to consider thanks to its overall comfort and easygoing drivability, including that context-sensitive regeneration that varies depending on hills, intersections, corners, and more. It incorporates inputs from long-range radar, the front camera, road-sign data, and navigation-system data for hills and curves. The Q6 e-tron defaults to that auto regen setting with each vehicle start, and given how well it worked for the commute, that's just fine. Coasting and two other levels of deeper regen can be tapped into with steering-wheel paddles, and there's a one-pedal B mode on the shift toggle that lets you gradually come to a stop without pressing the brake. View Interior Photos Michael Simari | Car and Driver Range, efficiency, charging, and the ease of the EV experience clearly distinguish the Q6 e-tron from the rest of the pack of electric luxury SUVs. But our other impressions weren't as decidedly positive. During our testing, editors found the Q6 e-tron to be competent but confoundingly plain. This, despite a pair of electric motors conferring a combined 456 horsepower. With soft suspension tuning and light steering, it doesn't feel like Audi made much of an attempt to dial athleticism into this 5440-pound SUV. Performance-minded drivers should look to the sportier SQ6 e-tron model or the electric Macan. That said, our test car's adaptive dampers and optional air springs make it feel more lithe on the back roads than it initially lets on. The Q6 is also appropriately quiet—except when the run-flat Bridgestone Alenza Sport A/S all-season tires are signaling their relatively low boundaries (we recorded a middling 0.86 g of skidpad grip but a reasonably hushed 68 decibels of noise inside at 70 mph). View Interior Photos Michael Simari | Car and Driver Thankfully, with all of that power underfoot, the Q6 is not poky in a straight line. It reaches 60 mph in 4.4 seconds, which is 0.2 second quicker than the 500-hp Cadillac Lyriq AWD, the same amount slower than the 402-hp Mercedes EQE500 4Matic SUV, and a half-second quicker than Audi's own claims. There's no wheelspin or drama when you unleash this Audi's launch-control function; it all happens in a very anticlimactic whoosh. One downside to the vaultlike interior: In real-world driving, the high level of insulation from the outside world makes it easy to achieve speeds higher than what you intend or what the local constabulary may approve of. But the well-blended brakes allowed precise control in parking lots and traffic, as well as a solid 169-foot stop from 70 mph. View Exterior Photos Michael Simari | Car and Driver The Audi Q6 e-tron is unmistakably an Audi, but is it unmistakably an EV? Does Audi want people to realize that from a few paces away? From first look, those questions amount to a puzzle that Audi enthusiasts will be able to put together, but this isn't a vehicle for Audi enthusiasts. In terms of profile, proportions, and contouring, Audi hasn't yet transformed the look of EVs like it proposed in its exciting "-sphere" concepts, nor has much creativity gone into interior space and design. The Q6 e-tron doesn't break the mold of the gas-burning Q5 much, although there is a two-cubic-foot frunk. LOWS: Quick, not sporty; anodyne proportions; Audi cabin swagger's gone missing. Though the cabin may not be revolutionary, it's not light on space. The interior feels tall and airy relative to other aero-styled electric SUVs, with supportive, well-bolstered seats, including uncompromised adult-size seat contouring for the rear outboard positions. View Interior Photos Michael Simari | Car and Driver However, the Q6 e-tron Quattro doesn't quite keep up with the cabin standards we expect in an Audi—especially one with this example's $76,790 as-tested price. Our test car's natural wood inlays add some character, particularly to the door panels, but it wasn't enough to offset a range of comments panning the ubiquitous piano-black dash and the cost-cutting look and feel of some materials. This Audi did deliver a luxury experience in terms of ride, comfort, and quiet. The top-spec Prestige trim's upgrades include acoustic front side glass and an adaptive air suspension that excelled in soaking up lumpy back-road surfaces and freeway expansion strips. It amounted to a silent and soothing in-cabin experience. Hopefully you can learn to ignore the Q6's synthetic propulsion sounds, which can't be disabled. View Interior Photos Michael Simari | Car and Driver The Prestige package also adds a panoramic sunroof, heated rear seats, a Bang & Olufsen sound system, a 10.9-inch front passenger touchscreen that allows video streaming, and an augmented-reality head-up display that's customizable but cluttered. Thankfully, Audi's AI-informed digital voice assistant was able to turn the HUD on or off with one simple request, which beats sifting through a legion of screen menus—Audi's infotainment didn't elicit much praise in our logbook. There's a deep trove of assistance features here as well: dynamic exterior lighting, remote- and cloud-based controls, an overzealous lane-keeping system that you'll probably want to turn off. The Lyriq, the iX, and the EQE SUV do not have 800-volt charging systems or anything close to the Q6 e-tron's fast-charging times. But each offers a distinctive cabin experience. View Exterior Photos Michael Simari | Car and Driver The Q6 e-tron represents a bet on a different kind of experience—one that's quick and soothing and respects that people want to spend less time charging. And, perhaps, less time on traffic-clogged roundabouts. VERDICT: The Q6 e-tron is loaded with tech and quietly primed for mainstream luxury, not four-ring enthusiasts. Specifications Specifications 2025 Audi Q6 e-tron Quattro Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon PRICE Base/As Tested: $67,095/$76,790 Options: Prestige package (adaptive air suspension, adaptive cruise control and lane-keeping assist, acoustic front side windows, head- and taillight animations, head-up display with augmented-reality overlays, Bang & Olufsen audio system, cabin preconditioning, dynamic interaction lighting, heated steering wheel and outboard rear seats, headlight washers, LED headlights and interior lighting, 10.9-inch passenger display, panoramic sunroof, configurable daytime-running-light signatures, 360-degree camera system), $6800; Warm Weather package (manual rear side-window sunshades, ventilated front sport seats, front headrest speakers, Stone Grey birchwood inlays), $1300; 20-inch 5-spoke bi-color wheels with all-season tires, $1000; Glacier White Metallic paint, $595 POWERTRAIN Front Motor: induction AC, 188 hp, 203 lb-ft Rear Motor: permanent-magnet synchronous AC, 375 hp, 428 lb-ft Combined Power: 456 hp Battery Pack: liquid-cooled lithium-ion, 94 kWh Onboard Charger: 9.6 kW Peak DC Fast-Charge Rate: 270 kW Transmissions, F/R: direct-drive CHASSIS Suspension, F/R: multilink/multilink Brakes, F/R: 13.8-in vented disc/13.8-in vented disc Tires: Bridgestone Alenza Sport A/S RFT F: 255/50R-20 109H M+S REO R: 285/45R-20 112H M+S REO DIMENSIONS Wheelbase: 113.7 in Length: 187.8 in Width: 76.3 in Height: 66.6 in Passenger Volume, F/R: 52/47 ft3 Cargo Volume, Behind F/R: 60/30 ft3 Front Trunk Volume: 2 ft3 Curb Weight: 5440 lb C/D TEST RESULTS 60 mph: 4.4 sec 100 mph: 10.4 sec 1/4-Mile: 12.8 sec @ 111 mph 130 mph: 19.0 sec Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph: 4.7 sec Top Gear, 30–50 mph: 1.8 sec Top Gear, 50–70 mph: 2.4 sec Top Speed (gov ltd): 130 mph Braking, 70–0 mph: 169 ft Braking, 100–0 mph: 346 ft Roadholding, 300-ft Skidpad: 0.86 g C/D FUEL ECONOMY AND CHARGING Observed: 94 MPGe 75-mph Highway Range: 250 mi Average DC Fast-Charge Rate, 10–90%: 129 kW DC Fast-Charge Time, 10–90%: 35 min EPA FUEL ECONOMY Combined/City/Highway: 95/102/89 MPGe Range: 295 mi C/D TESTING EXPLAINED
Car and Driver
14 hours ago
- Automotive
- Car and Driver
View Exterior Photos of the 2025 Audi Q6 e-tron
We managed to take the battery from 10 to 90 percent in just 35 minutes, with power delivery peaking at 264 kilowatts and averaging 129 kilowatts over the duration of the fill-up.
Car and Driver
14 hours ago
- Automotive
- Car and Driver
View Interior Photos of the 2025 Audi Q6 e-tron
In addition to a fully digital gauge cluster, you get this honkin' display just to its right.
