Milestone for electric mobility: new standards for range

Aerodynamics

There is no contradiction between sporty design and aerodynamics at Audi: An ideal base setup and numerous fine adjustments contribute to excellent aerodynamics and ensure an exceptionally low Cd value of 0.21 for the Sportback, which makes it the most aerodynamic Audi of all time and the most aerodynamic vehicle in the entire VW Group. With a Cd value of 0.24, the Avant also achieves an excellent result and is one of the best in its body segment.

The front features optimized aerodynamics and air curtains for improved airflow around the front and wheels. The greenhouse is extremely slim, and the roof line slopes towards the rear. Under the Singleframe of the Audi A6 e-tron, a controllable cool-air intake ensures that the air can flow around this area with minimal losses. This system is optimized with additional components. The controllable cool-air intake consists of four vent panels operated by one common actuator. The two inner panels control the cooling air for thermal management, and the two outer smaller panels control the air for brake cooling. These are normally closed and only open when the thermal management system calls for cooling air under high loads. At speeds of 160 km/h and above, the controllable cool-air intake opens completely to optimize the balance of lift at the front and rear axles for improved driving comfort. Even when the mechanical wheel brakes are under high loads, the controllable cool-air intake opens, in turn, opening channels that guide cooling air into the front wheel arches via air control elements to the brakes. To exploit the full potential of this technology, Audi has also developed a self-sealing system consisting of a rubber lip and a plastic element. When the louvers are closed, the air pressure closes the seal against the body components around the louvers so that no gaps or leaks increase drag.

The aerodynamic concept also hinges on the underbody, which is largely finished and has many fine-tuned parts, including specially adapted wheel spoilers and 3D bumpers on the front wheels, each of which has been individually fine-tuned for the Sportback and Avant models, the damping pan as well as the battery, rear axle, and sill panels. A wide, aerodynamically optimized diffuser ensures an ideal balance between rear-axle lift and Cd value.

The Avant is equipped with an additional diffuser spoiler that compensates for the fundamental difference in aerodynamics between the Sportback and Avant silhouette. This means that the underfloor airflow is different between the two A6 e-tron variants. This is another reason the Avant uses wider 3D bumpers to improve airflow around the front wheel. Large radii are used at exposed points in the wheel arch liners to achieve the smoothest possible flow.

The wide and aerodynamically optimized diffuser is an important contributor to the excellent Cd value. Its design enables the optimum balance between rear axle lift and drag.

Aero bezels, i.e., lateral breakaway edges, at the rear of the A6 Avant e-tron make it possible to achieve a clearly defined flow stall. The low roof spoiler contributes to a small wake behind the car, which also improves aerodynamics.

The optional virtual exterior mirrors are among the tried-and-proven aerodynamic components in the Audi Q8 e-tron. They are used in their second-generation on the Audi A6 e-tron and now feature power folding. The compact cameras are streamlined, reducing the vehicle’s frontal area and improving the Cd value.

The aerodynamic concept is completed by aero optimizations on some wheels of different sizes. For example, attractive 21-inch aero wheels with plastic covers are available.

The new A6 e-tron also features top aeroacoustics. A great deal of continual attention to detail in the wind tunnel has been given to the exterior mirrors in particular. The inside of the exterior mirrors is a kind of diffuser, as the front edge of the mirrors closer to the window than its rear edge. This slows the flow, which reduces wind noise. Even the small optimizations that the A6 e-tron uses on the mirror cover and base positively affect the aeroacoustics. In addition, three ribs on the mirror caps generate turbulence in the flow near the surface. These, in turn, prevent whistling noises on the surface of the exterior mirrors. The Audi A6 e-tron comes as standard with acoustic glass, i.e., a composite of two thin panes with an acoustically active film in between. As a result, the panes are acoustically decoupled to let less sound through for noticeably improved acoustic comfort. All attachments, such as the antenna, have been developed so as not to interfere with the overall acoustic design. Acoustic insulation in the different areas of the vehicle rounds off the car’s noise comfort features.

More powerful and intelligent battery

The high-voltage (HV) battery, newly developed for the PPE, is largely responsible for giving the car the distinction of having the longest electric range in the Audi portfolio. With an impressive range of 756 kilometers making it the model with the longest range in its segment, the Audi A6 Sportback e-tron is highly suitable for everyday use. 

The A6 e-tron has an HV battery with a gross storage capacity of 100 kWh (net: 94.9 kWh). Compared to the battery systems Audi has used to date, the battery for the PPE consists of only twelve modules with a total of 180 prismatic cells. Each module has 15 cells connected in series. The significant enlargement of the cells correlates ideally with the 800-volt architecture to achieve the best possible compromise between range and charging performance. The mixing ratio of nickel, cobalt, and manganese in the cells is 8:1:1, with a reduced proportion of cobalt and an increased proportion of nickel, which is critical for energy density.

Reducing the number of modules for the PPE batteries has several advantages. The battery, which can be used modularly for high-floor and flat-floor models and is therefore perfectly tailored to the A6 e-tron, takes up less space, is lighter, and can be better integrated into the vehicle's crash structure and cooling system. It also requires fewer cables and high-voltage connectors. The number of screw connections has been significantly reduced. Additionally, the electrical connections between the modules are shorter, substantially reducing losses and weight. The cooling plate integrated into the battery housing ensures even heat transfer and, therefore, optimal battery conditioning. 

The protective side skirts made of hot-formed steel are not attached to the battery but are firmly fixed to the body. The underbody protection made of fiber composite material is also new. 

This design reduces weight, protects the lithium-ion battery from damage, and improves the thermal insulation between the battery and the environment. This allows the PPE's rechargeable battery to heat or cool more efficiently. The battery management controller (BMCe), a central control unit developed specifically for the PPE, is responsible for the current control required for fast and battery-saving charging. The BMCe, the “digital control room,” is completely integrated into the HV battery. 

As part of permanent monitoring, the twelve cell module controllers (CMC) send data such as the current module temperature or the cell voltage to the BMCe, which sends its information, for example, regarding the state of charge (SoC), to the HCP5 high-performance computer. In turn, data is sent from this computer to the new predictive thermal management, which regulates the cooling or heating circulation as needed for optimal battery performance.

More efficient cooling and heating capacity

Cooling the powertrain components is critical to power output and charging performance. Cooling is efficient and uses little energy from the ambient air. The coolant reduces the temperature of the high-voltage battery, electric motors, and power electronics. Alternatively, the cooling circuit can cool the battery, a particularly sensitive part of the drivetrain, at higher ambient temperatures. A heat exchanger is used for cooling via the cooling circuit.

The air-to-air heat pump in the A6 e-tron ensures greater comfort and range. By way of background information: The increased drivetrain efficiency leads to lower heat losses, i.e., less waste heat is generated. An air-to-air heat pump was added besides the water-glycol heat pump to compensate for this effect. As a result, the ambient air can also be used as a heat source for the interior in addition to the waste heat in the coolant for the electric motors, power electronics, and battery. The heat is supplied to the vehicle's interior directly via a heat exchanger. An 800-volt air PTC heater has also been developed as an effective addition, which immediately helps control the interior temperature when more heat is needed. This design eliminates heat losses that are common in heating circuits using water.

Impressive charging performance 

Charging performance is a key component of the A6 e-tron product experience. Sophisticated HV battery thermal management, in conjunction with the 800-volt electrical system and its ecosystem, makes charging a convenient and completely worry-free experience.

For example, the Audi A6 Sportback e-tron performance only takes ten minutes at a fast-charging station to charge a range of up to 310 kilometers under ideal conditions with a maximum charging power of 270 kW. Under ideal conditions, it takes just 21 minutes to charge the high-voltage battery from 10 to 80%. At charging stations with 400-volt technology, bank charging is possible, as is the case with the Audi Q6 e-tron. The 800-volt battery is electrically divided into two banks, each with 400 volts of voltage, which can then charge in parallel with up to 135 kW. Both halves of the battery are first balanced according to their charge status and then charged simultaneously. As standard, the Audi A6 e-tron can charge quickly with up to 270 kW (225 kW for the entry-level variant) at suitable HPC charging stations.

With a standard domestic Wallbox, AC charging with up to 11 kW is possible. This is enough to recharge an empty battery overnight. A 22 kW AC charging option will be offered at a later date. The charging flap opens electronically via the MMI display. After the charging cable is removed, the charging flap closes automatically. Alternatively, the user may open or close the power charging flaps manually. In addition, all drivers of all-electric Audi models benefit from the Audi charging service, and last but not least, the Audi charging hub quick-charging concept network for urban environments.

The charging management supports the international charging standard CSS (Combined Charging System). The HCP5 high-performance computer ensures fast and reliable charging processes as part of the domain computer structure of the E3 1.2 electronic architecture.

For the European market PPE models, Audi is planning DC and AC charging options via a standard CCS combo connector on the left rear of the vehicle. An additional AC charging connection will be installed on the opposite side of the vehicle.

“Plug & Charge” functionality is standard in the A6 e-tron series. The vehicle automatically authorizes and activates the station at compatible charging stations when the charging cable is connected. This makes billing fully automatic as well.

For short charging stops: the e-tron route planner

The e-tron route planner, an Audi connect service, calculates the fastest route with the shortest possible charging stops. It assumes the total trip time, i.e., trip time and charging time, considering projected traffic and availability of charging points. In any case, it plans the stages between charging stops so that passengers arrive at their destination as quickly as possible – for example, it can recommend two short high-power charging stops instead of one long slow charging stop. The list of charging stations is updated daily. 

Route planning can be set up once inside the car or by using the convenient myAudi app before stepping in. Users are also shown basic information such as the charging power or charging connections and the plug type of the respective charging points. The system also dynamically displays availability, such as whether charging stations are available or occupied. 

Alternative routes with better charging infrastructure are also considered when calculating optimal total travel time. Examples of daily updated data include detailed information such as payment and authentication options, precise operator data, and any access restrictions. The e-tron route planner gives preference to high-performance HPC charging stations.

For greater range: efficient teamwork between recuperation and friction brakes 

Regenerative braking (recuperation) is a critical component in increasing the efficiency and range of the Audi A6 e-tron. During development, Audi placed particular emphasis on increasing maximum efficiency and availability of blending at low speeds up to a standstill. This means that the Audi A6 e-tron manages around 95 percent of everyday braking maneuvers via recuperation, i.e., using the electric motors. Under ideal conditions, the Audi A6 e-tron recuperates with up to 220 kW. The battery’s temperature and state of charge play a key role. Both the front and rear axles are involved in recuperation. For efficiency reasons, more minor braking maneuvers are done on the rear axle. In addition, the rear axle is capable of higher recuperation performance.

For the PPE, the recuperation function is no longer handled via the brake control system but rather via the HCP1– one of the five high-performance computers – which is responsible for the drive system and suspension. The influence of the drive system on the braking system increases as a result. 

The Intelligent Brake System (iBS), known from previous e-tron models, has undergone significant further development in the Premium Platform Electric. This makes axle-specific brake blending, as described, possible for the first time. During braking recuperation, the system decides on an axle-specific basis whether it is necessary to use the friction brakes or whether recuperation via the electric motors is sufficient. As soon as the driver presses the brake pedal, the car begins with recuperation via the rear axle. If the driver brakes harder, the front axle also goes into recuperation mode. When the brake pedal is used even harder, the front friction brakes are added first. If braking further intensifies to use the ABS, the rear brakes provide assistance. Even in this situation, i.e., even when using ABS, the electric motors continue to recuperate at the same performance level. The transition from electric brake recuperation via the electric drive systems to mechanical braking via the hydraulically actuated friction brakes is imperceptible to the driver. Brake blending ensures a well-controlled pedal feeling with a clearly defined, constant pressure point.

As is typical for Audi, the Audi A6 e-tron also gives the driver the option of two-stage recuperation, adjustable via the paddles on the steering wheel with a deceleration of up to 1.5 m/s2. Coasting is also possible. Here, the vehicle rolls freely when the driver removes their foot from the accelerator, without additional friction torque. As an additional option, the Audi A6 e-tron has driving mode B, which comes very close to what is commonly called the “one-pedal feeling”. This mode offers the strongest recuperation. In combination with predictive driving, driving mode B lets the driver perform nearly all braking maneuvers without using the brake pedal. If the driver selects the automatic function in the MMI, the vehicle recuperates automatically. It uses parameters such as the route data stored in the navigation system, including incline, curve radii, city signs, and speed limits. Another important factor is the traffic on the road ahead.

Several components are integrated into the recuperation process: the two electric motors, the HCP5 and HCP1 computers, the long-range radar, and the front camera for adaptive cruise control to scan the traffic on the road ahead, the integrated brake control system (iBS) for brake control and blending, i.e., to transition between the friction brakes and recuperation, and the HCP3, so that the recuperation performance is visible to the driver in the Audi virtual cockpit.

The A6 e-tron also features an electronic brake control system. The technology combines the brake booster and ABS/ESC controls in one system component. Generously sized wheel brakes with ventilated steel brake discs make for outstanding deceleration values. The wheel brakes feature four-piston fixed brake calipers (six-piston on the S model) on the front axle and single-piston floating calipers with an electromechanical parking brake on the rear axle.

Powerful drive systems

Powerful, compact, and highly efficient electric motors combined with a newly developed lithium-ion battery consisting of twelve modules and 180 prismatic cells with a total gross capacity of 100 kWh (net: 94.9 kWh) enable a range of up to 756 kilometers (A6 Sportback e-tron performance ) and up to 720 kilometers (A6 Avant e-tron performance ). The A6 Sportback e-tron has a total range of up to 627 kilometers, the A6 Avant e-tron up to 598 kilometers. The range of the A6 Sportback e-tron quattro is up to 716 kilometers and up to 685 kilometers for the A6 Avant e-tron quattro.

With a system output of up to 270 kW (280 kW in Launch Control mode) for the A6 Sportback e-tron performance / A6 Avant e-tron performance (combined power consumption in kWh/100 km: 17.0–14.0; combined CO₂ emissions in g/km: 0; CO₂ class: A), the new Audi A6 e-tron delivers the sporty driving experience so typical of Audi. The Audi A6 e-tron performance (combined power consumption in kWh/100 km: 17.0–14.0; combined CO₂ emissions in g/km: 0; CO₂ class: A) goes from 0 to 100 km/h in 5.4 seconds. Its top speed is 210 km/h.

The Audi S6 e-tron (combined power consumption in kWh/100 km: 17.4–15.7; combined CO₂ emissions in g/km: 0; CO₂ class: A) has a system output of 370 kW (405 kW in Launch Control mode). The S6 Sportback e-tron and the S6 Avant e-tron (combined power consumption in kWh/100 km: 17.4–15.7; combined CO₂ emissions in g/km: 0; CO₂ class: A) go from 0 to 100 km/h in 3.9 seconds. Their top speed is 240 km/h. The range is up to 675 kilometers (S6 Sportback e-tron ) and up to 647 kilometers (S6 Avant e-tron ).

Since October 2024, two more variants are available to order: a more affordable A6 e-tron with rear-wheel drive and a smaller battery, which has a total gross capacity of 83 kWh (net 75.8 kWh), and another model with quattro all-wheel drive and the larger battery capacity of 100 kWh (net 94.9 kWh).

The new A6 e-tron with rear-wheel drive (power consumption in kWh/100 km combined: 16.6-13.6; CO₂ emissions in g/km combined: 0; CO₂ class: A) has a system output of 210 kW (with Launch Control 240 kW) and accelerates from 0 to 100 km/h in six seconds.

The new, additional variant with quattro drive (power consumption in kWh/100 km combined: 17.5-14.7; CO₂ emissions in g/km combined: 0; CO₂ class: A) has a system output of 315 kW (with Launch Control 340 kW) and accelerates from 0 to 100 km/h in 4.5 seconds.

Redevelopment of the electric motors focused on an electric modular axle system with optimal acoustics, efficiency, and power density. Another goal for the drive system was a scalable modular electric drive system with a high degree of component integration. The modular drive system developed from scratch for the PPE consists of three main components: the electric motor, the power electronics (pulse inverter), and the transmission. Overall, every component stands out due to greater efficiency. They are more compact and scalable than those used in the electric models of the portfolio before the introduction of PPE. As a result, torque can be varied by changing the length of the electric motor.

The electric motors developed for the PPE also take up about 30 percent less space than the previous drive systems in electric Audi models. Additionally, the new design has made it possible to reduce the weight by about 20 percent.

The highly compact and efficient electric motors are built in Győr, Hungary. The largest drivetrain plant in the world also manufactures most of the transmissions for the model.

A key advantage of the electric motors developed for the PPE is their efficiency. The primary contributors to this are a new hairpin winding in the stator, silicon carbide semiconductors in the pulse inverter, and an electric oil pump in the transmission. The hairpin winding maximizes the current conduction in the electric motor’s stator. This method also enables higher winding counts: The fill factor is now 60 instead of 45 percent compared to conventional windings. Thanks to rotor oil cooling, Audi was also able to avoid using rare earths to the greatest possible extent while also increasing the power density by 20 percent. 

The power loss of the electric drive systems for the PPE fell significantly by about 50 percent compared to the Audi e-tron.

Direct cooling of the electric motors with oil, used for the first time, maintains components like stator winding and permanent magnets in the rotor in the optimal temperature range. As a result, the output based on the drive system weight for the PPE electric drive system is about 60 percent higher than that of Audi’s first generation of electric drive systems. The redeveloped electric drive systems for the PPE also stand out due to particularly quiet and comfortable acoustics. Engine supports molded into a structurally optimized housing improved tooth geometry, and an electric motor rotor graduated in segments contribute to this.

The front axle of the S6 e-tron is equipped with an asynchronous motor (ASM), which has its own power electronics and a parallel-axle, single-gear transmission. The 100-millimeter-long ASM can rotate freely if required without significant drag losses. In addition, there are no magnets in the ASM and, therefore, no rare earths. The magnetic field is generated by induction.

The rear axle features extremely compact permanent-magnet synchronous motors (PSMs) with a parallel-axle, single-gear transmission, which are exclusive for the A6 e-tron series. The PSM in the Audi A6 e-tron and S6 e-tron has an axial length of 200 millimeters.

The PSM on the rear axle of the Audi S6 e-tron also has an axial length of 200 millimeters.

Overall, the efficiency measures around the new electric motors for the PPE generate 40 kilometers more range than the previous electric model portfolio. The electric motors for the PPE take up about 30 percent less space than the drive systems in the first-generation e-tron, and the weight has been reduced by around 20 percent. The 800-volt technology used in the PPE offers more than just high performance and short charging times. As a result of the higher electric voltage, thinner cables can be used to wire the battery and the electric motor. This reduces installation space, weight, and raw material consumption. Another advantage of the 800-volt technology is lower heat loss, which reduces the cooling requirement.

Power electronics have a major impact on power consumption and, consequently, on efficiency and range. For this reason, the PPE and the Audi A6 e-tron use semiconductors made of silicon carbide for the first time, as this material is particularly efficient in the partial load ranges. The result is improved efficiency overall.

First-class driving dynamics and comfort

The Audi A6 e-tron sets new standards in its class in terms of driving dynamics and comfort. The front axle, developed specifically for the Premium Platform Electric, has a significant influence on the driving dynamics of the Audi A6 e-tron. Like the Q6 e-tron, the trailing arms on the A6 e-tron are positioned in front of the tie rods in the direction of travel.

This results in packaging advantages for the position of the high-voltage battery. The newly developed components improve kinematic properties. A subframe now holds the steering securely in place. The optimized axle kinematics result in a noticeable increase in driving dynamics. The new front axle also improves the steering response, making the vehicle feel more agile. In addition, the stiffened torsion bar improves the steering precision. New software modules for the steering system and modified trailing further optimize steering feedback and feel. 

The Audi A6 e-tron comes as standard with a steel spring dynamic suspension. Thanks to its dynamic suspension tuning and agile front axle, the A6 e-tron impresses with high-precision handling, almost instantaneous steering, and – typical of battery-electric flat-floor vehicles – very low roll and pitch tendencies.

The optional adaptive air suspension – air suspension with controlled damping – gives the vehicle a wide range between a high level of ride comfort and sporty handling. Depending on the speed and the driver’s personal preferences, it adapts to the road conditions and adjusts the height of the body to four different levels (high +20 mm, normal, low -10 to -20 mm). In addition, the air suspension features automatic level control for different load conditions.

A special Audi drive select feature is efficiency mode. In this mode, the suspension lowers the body by up to 20 millimeters, depending on the speed, improving the vehicle’s aerodynamics. This helps to optimize power consumption and increases the range.

At the same time, at lower speeds that are not aerodynamically relevant, the ride height is raised to the normal level to ensure sufficient ground clearance and comfort.

The air suspension also has a lift mode, which raises the body by 20 millimeters, for example, to leave particularly steep driveways or high curbs. At speeds of 85 km/h and above, the body is lowered back to its normal level for improved driving characteristics.

With its rear-biased tuning, the all-wheel drive ensures highly variable all-wheel drive distribution overall and is another feature that improves the driving dynamics of the Audi S6 e-tron and A6 e-tron quattro. The different sizes of the electric motors on the front and rear axles enable a rear-heavy torque distribution even under full load. The Audi S6 e-tron and A6 e-tron are equipped with different tire sizes on the front and rear axles, which further improves stability and sportiness.

Driver assistance systems

The new Audi A6 e-tron provides numerous functions that make everyday use easier and significantly increase road safety for all road users. The adaptive cruise assist plus is an innovative feature in the A6 e-tron. It supports the driver in accelerating, braking, maintaining speed and following distance, and keeping the vehicle in its lane. 

This increases driving comfort, especially on long journeys. Sensors used include the front radar sensor, the front camera, and the ultrasonic sensors. Depending on the region, high-resolution map data and cloud-based swarm data from other vehicles improve handling. It uses all this information holistically to calculate the route ahead and provides a comfortable driving experience across the entire speed range and in traffic jams.

At the same time, the system has distance control for vehicles on the road ahead and cars cutting into the driver’s lane.

It also proactively adjusts vehicle speed to speed limits and situations such as curves, intersections, roundabouts, and ramps (highway on-ramps and off-ramps). In stop-and-go traffic, the system brakes the car to a standstill and can restart automatically, depending on the duration of the stop. The speed is reduced at stop signs, allowing the driver to easily take over. Thanks to the large number of parameters it uses, adaptive cruise assist provides a highly comfortable driving experience across the entire speed range and in traffic jams.

At market launch, park assist plus, a reversing camera, a traffic sign-based speed limiter, camera-based traffic sign recognition, adaptive cruise assist, rear park assist plus with distance display, lane departure warning, and attention and drowsiness detection come as standard.

The equipment, data and prices specified in this document refer to the model range offered in Germany. Subject to change without notice; errors and omissions excepted.