Audi Q6 E-Tron vs Skoda Kodiaq

What's the difference?

The Q6 e-tron knocks the luxury SUV formula out of the park, regardless of the fact it’s an electric vehicle. It has a slick, sporty feel, a high level of standard equipment for a premium car and at least on paper it’s a solid EV with plenty of driving range.

But here’s the thing: To me, the Q6 e-tron feels exactly how you would expect it to. It’s the same Audi formula, just upgraded for the electric age and in an era where rivals both old and new are using this once-in-a generation opportunity to truly innovate, there’s something a little disappointing about that.

The new Skoda Kodiaq Select 140TSI is a quiet achiever. It may not be as flashy as some of its rivals, and the engine won’t knock your socks off, but it delivers where it counts. This is a well-rounded seven-seater that’s comfortable, practical and cleverly equipped with more standard features than you’d typically expect from a base grade. If you’re after a family SUV that flies under the radar but ticks all the right boxes, the Kodiaq deserves a close look.

At a distance, the Q6 sticks to the same Audi formula. An inoffensive overall shape with the same core design cues as something like a Q5 are all part of the plan according to the brand, as it attempts to make the idea of switching to electric as easy as possible for its loyal buyers.

Things like the inverted grille (where there’s body colour where black would normally be) framed by a sporty black insert in the shape of Audi's usual combustion grille feels more tactfully executed than Mercedes’ attempt to bring an electrified touch to its EQ range.

Up close though, I must admit this car looks a bit meaner than your average Q-series SUV. The way the wheels sit wide and bold, accentuated by the inflated wheel arches (or blisters as Audi calls them) give the Q6 a tough feel, sitting boldly on its haunches.

Audi fans will love the exterior design, and it may convert some to electric car buyers, but it’s hard to see this car bringing new buyers into the fold, especially with more radical designs out there to catch the eyeballs of aspirational EV buyers.

Inside, Audi has traded away the somewhat ageing feeling of the outgoing Q5 for something much more tech-y in the Q6. The dash is dominated by the three large screens, which are also sharp, fast and responsive, with improved software this time around.

It is a lot though. While the exterior design plays it safe and the interior avoids the kind of obnoxiousness of an overbearing portrait-oriented screen, it feels almost unnecessary for every grade to get the three-screen layout.

Elsewhere the textures and patterns feel the part, and there’s no shortage of attention to detail when it comes to soft trims down the centre console, or clever new air vent fittings, for example.

From the outside, the new Kodiaq looks more athletic than bulky, with a long and low stance that gives it a sleeker profile than many of its taller, boxier rivals.

The new restyled grille, 19-inch alloy wheels, and distinctive C-shaped LED tail lights give it an understated but handsome roadside presence. This is an SUV that favours quiet confidence with a European flair.

Step inside, and the cabin continues that design language with a stylish, angular dashboard and a well-considered layout that’s both practical and premium in feel. The black leather upholstery, crisp technology displays are complemented by Skoda’s clever new multi-function rotary dials.

Even in the base Select grade, the interior punches above its price point.

This brings us nicely across to practicality, because along with the enormous set of screens, the Q6 brings with it a significant reduction in the amount of switchgear available. The centre console still features a physical volume dial, and there are a handful of shortcut buttons, but the climate functions are exclusively controlled via touchscreen menus. 

Additionally, the Q6 features an array of haptic buttons on the steering wheel (which some will remember, were much maligned on Volkswagen products) alongside a huge haptic panel on the driver's side door controlling everything from the headlights to the windows and mirrors.

It feels as though Audi has dressed the cabin up with new stuff rather than cost-cutting, which is often the case with its rivals. To Audi's credit, these functions are well enough laid out they didn’t bring much frustration on our test drive. Mercifully the screens are fast so adjusting functions is instantaneous, but these features are never as easy to use as physical buttons when you’re trying to concentrate on the road.

No matter how well they work, not everyone will love them (especially rusted-on Audi buyers who will be used to a decent array of physical switches).

There’s plenty of storage in the cabin. The doors feature a big pocket and bottle holder, with a further two bottle holders in the centre with adjustable ridges and a gloss roller cover to keep things tidy when you’re not using them.

Up front there’s a large storage bay with the phone charger mounted vertically on its side to minimise the amount of space it uses. The centre console box is shallow but extends quite far under the console owing to the car’s electric platform, and the array of charging ports are easy enough to reach.

As usual with Audis, the front seats are bolstered nicely and there’s no shortage of adjustment on offer to find a comfortable seating position.

The back seat is spacious enough, although I was expecting more for a car on a new EV platform designed to be larger than the already-spacious Q5. At 182cm tall I have decent, but not a massive amount of room behind my own driving position, with airspace for both my knees and my head. As a saving grace here, the floor is more or less flat and the car is quite wide so the centre position will still be useful for a full-sized adult.

Storage comes via bottle holders and pockets in each door and nettings (which I don’t love as they tend to age poorly) on the backs of the front seats. Unlike the Q5 the rear row is fixed instead of on rails, but it does feature individually folding seat backs, which means you can drop the centre position to put long objects in the cabin and still have two rear passengers (kind of like a ski port, but better).

The boot measures 526 litres (or 1529L with the rear seats down) which seems about right, although we didn’t have a chance to test it with our usual luggage set. It has some space under the floor for the storage of cables, although like many EVs it doesn’t have a spare wheel, only an inflator kit. It also has a frunk, which measures 64 litres. These spaces might seem like a bit of a gimmick but the Q6 comes with a clever little fitted duffle bag which slots perfectly into the void where you can keep both your wall socket and Type 2 to Type 2 charging gear.

The Kodiaq does a solid job of blending family friendly space with clever design. Up front, there’s plenty of room to stretch out, and the wide door apertures combined with a 187mm ground clearance make getting in and out a breeze.

The front seats are genuinely comfortable, with thick padding, supportive side bolsters, extendable under-thigh supports and heating for both front occupants, which is a nice inclusion at this price point. The driver’s seat is also electrically adjustable with memory, which adds a layer of convenience.

Skoda has a reputation for smart storage and the new Kodiaq continues that trend. There’s a sunglasses holder, an umbrella nook inside the drivers door, removable rubbish bins in each front door pocket and a handy dual glove box set-up. The centre console offers a mix of deep storage, two cupholders and lots of charging options, including two USB-C ports and dual wireless charging pads, plus a third USB-C near the rearview mirror.

That said, the tech experience hasn’t been completely seamless. The 13.0-inch multimedia display looks sharp, but the touchscreen can be laggy at times. The three multi-function dials, while clever in theory, aren’t always intuitive in practice. Changing functions on the go can be fiddly, and I found the climate control system occasionally unresponsive — the ‘sync’ function worked inconsistently and for some reason, we couldn’t always unlock or adjust the rear climate control.

On the plus side, the system includes built-in sat nav, wireless Apple CarPlay and wireless Android Auto. CarPlay connected easily and stayed stable throughout the week.

In the second row, my eight-year-old had no trouble hopping in and out, and while the seats are on the firmer side, they’re still comfortable enough for long drives. Amenities are strong with two USB-C ports, a 12-volt socket, map pockets with device holders, and retractable sunblinds. There’s also a removable centre shelf between the seats that works as a clever storage solution, and the bench is wide enough to take advantage of all three top-tether anchor points.

And I have to call out one of my favourite Skoda features, the pop-out door edge protectors! This is the first time I’ve seen them in action and they’re brilliant. They automatically deploy as you open the door, helping prevent bumps and dings, which is a lifesaver for parents with energetic kids (like mine) who fling doors open with zero hesitation.

As with most three-row SUVs in this segment, the Kodiaq’s third row is best suited to kids. Adults can technically squeeze in but space is limited, with legroom and headroom both tight. It’s worth noting there are no directional air vents, USB charging ports or top-tether anchor points in the third row either, which might be a downside for some families.

Boot space, on the other hand, is a strong point. Even with all seven seats in use, there’s still a very usable 340L of cargo capacity which, is enough for a few school bags or a compact pram. There’s also an underfloor compartment for storing the cargo cover and space-saver spare tyre, which keeps things tidy. Fold the third row down and the capacity jumps to a generous 910L, giving you loads of room for family gear, groceries, or weekend luggage. The powered tailgate is another welcome convenience, especially when your hands are full.

Excluding the limited-edition ‘Launch’ variant, the new Kodiaq range consists of just two core grades and we’ve been family testing the entry-level 140TSI Select.

With a list price of $54,990 before on-road costs, the Select trim undercuts many of its key seven-seat rivals. The Hyundai Santa Fe kicks off at around $56,000, while the Kia Sorento Sport+ starts from $58,430, giving the Kodiaq a slight edge on paper when it comes to affordability.

Of course, it can’t compete with sharply priced Chinese contenders like the Chery Tiggo 8 Pro Max, which starts from just $40,990. But where the Skoda claws back ground is in its blend of space, smart storage solutions and the refined European design-flavour that the brand is known for. This makes it an appealing pick for families wanting practicality without compromising on quality.

Despite being the entry point into the Kodiaq range, the 140TSI Select comes impressively well-equipped and it doesn’t feel like a ‘base model’.

There’s black leather upholstery, a leather-accented steering wheel, heated front seats, a power-adjustable driver’s seat with memory functionality, and rear privacy glass. Three-zone climate control keeps everyone comfortable, and the powered tailgate adds convenience for a busy family life. Skoda even throws in carpet mats as standard, which is a small but appreciated touch.

On the technology front, the Select features a crisp 13.0-inch touchscreen multimedia display and a 10.0-inch digital instrument cluster. Satellite navigation is included, along with wireless Apple CarPlay and Android Auto, plus multiple device-charging options throughout the cabin. That includes two ventilated wireless charging pads up front, USB-C ports in each row, and a handy extra USB-C port near the rearview mirror, perfect for plugging in a dash cam without messy cables.

The cabin feels thoughtfully laid out, modern, and mostly user-friendly, particularly if you're hopping out of an older SUV. All up, it delivers a lot of bang for your buck, especially when compared with similarly priced, or even more expensive, competitors.

A lot of the bigger innovations for the Q6 e-tron can’t be as easily seen because they’re primarily a result of its new platform. This Premium Platform Electric (PPE) architecture is new to Volkswagen Group and is designed specifically by and for Audi and Porsche rather than the MEB platform which underpins both the Q4 e-tron from Audi and ID.4 from Volkswagen.

Benefits include a primarily rear-drive orientation, the ability to accommodate more sophisticated suspension layouts, software capable of reaching deeper into the car (when it comes to updates), and of course a new electrical architecture with the capability to support 800-volt systems.

Power is impressive across the range. The base Performance puts out 225kW/485Nm from its rear motor, and can sprint from 0-100km/h in 6.6 seconds. The Quattro adds a second motor on the front axle, which combines with the rear motor for totals of 285kW/580Nm. It can sprint from 0-100km/h in 5.9 seconds.

The range-topping SQ6 ups power significantly to 360kW/580Nm from its dual motors, lowering the 0-100km/h sprint time to just 4.3 seconds using launch control.

The Select is all-wheel drive and powered by a 2.0-litre four-cylinder turbo-petrol engine, producing 140kW and 320Nm. On paper, that’s a solid output for a family SUV, but in practice the power delivery can feel a little underwhelming at times.

The seven-speed dual-clutch automatic transmission is quick to shift but isn’t always smooth. It tends to upshift early, especially when you’re accelerating, which can dull performance and make the engine feel less responsive than it should. It's not sluggish, but it doesn’t feel particularly eager either — especially when loaded up with passengers or gear.

Driving range is excellent no matter which variant you pick. You’d hope so given the size of this car’s nickel-manganese cobalt battery pack. The usable 94.9kWh capacity grants the Performance 558km of range, the Quattro 542km of range, and the SQ6 568km of range, all measured to the WLTP standard.

The 800-volt architecture which forms part of the new PPE platform unlocks ultra-fast DC charging times, which are impressive given the size of the Q6 e-tron’s battery pack.

A claimed peak charging speed of 270kW will take the battery from 10 to 80 per cent in just 21 minutes if you can find a fast enough charger. Audi says the charging system is optimised to maintain its peak charging for as long as possible (something we’ll have the opportunity to test at a later date, although we’ve found these claims to ring reasonably true for the e-tron GT on the older J1 platform).

On a slower AC charger (the kind you might find at the local shops), the maximum charging speed is an acceptable 11kW, although the max rate of 22kW would be nice to see. At 11kW to charge from 10 to 100 per cent will take around eight hours. In an unusual touch, the Q6 gets a second AC charging port on the driver’s side to go with the AC/DC combo port on the passenger side.

Sadly, there’s no vehicle-to-load or vehicle-to-grid features for the Q6 e-tron range, particularly given the size of its battery pack. While you might not use these features initially, it would be good to have them long-term as more use-cases become apparent.

When it comes to energy efficiency the Q6 e-tron’s official numbers are 19kWh/100km for the Performance, 19.5kWh/100km for the Quattro, or 18.4kWh/100km for the SQ6. Interestingly, the SQ6 has the most impressive efficiency rating, which, according to Audi is due to the lower ride height and better aerodynamic performance afforded by the air suspension.

The consumption numbers are about on-par for a vehicle this size, but are far from impressive numbers I’ve seen in the real world on similarly sized rivals like the Ford Mustang Mach-E for example. As we were jumping in and out of vehicles on this launch, expect a more thorough real-world efficiency evaluation at a later date.

The Kodiaq has an official combined fuel consumption figure of 9.2L/100km, and paired with a 58-litre fuel tank it has a theoretical driving range of about 630km. It's not as long-reaching as some seven-seat SUVs (especially diesel-powered rivals), but it's not terrible.

After my usual mix of urban errands and a couple of longer highway trips, my real-world fuel use averaged 8.7L/100km. Not too shabby.

Here’s the thing, Audi has talked a big game about this new PPE platform, but from behind the wheel the Q6 e-tron doesn’t offer the kind of massive step change I was expecting. In fact, just one look at the car and I felt like I knew how it would drive, and it didn’t stray from this expectation.

The Q6 e-tron is defined by its balanced weight distribution, its sharp steering and the powerful follow-through its electric motor provides. It defies its weight in the corners, but at the same time its SUV body struggles to shake the sheer mass which remains present under the floor.

As a result, it doesn’t have the reactive athleticism of its combustion counterparts, instead offering a more sturdy feel of the road, bolstered by thick tyres. Still, no matter which variant you pick, you’re getting more power delivered more quickly than entry-level engines in the Q5 range, for example.

There’s something to be said for how exhilarating these can be. These new motors also don’t have the same disappointing hollowed-out acceleration feeling lesser MEB-based cars can have when it comes to overtaking manoeuvres.

And yet, there’s something disappointing about how the Q6 feels to drive. It’s exactly what you’d expect from a powerful Audi EV and nothing more, where some rivals, and even Audi’s own e-tron GT feel more like an absolute generational leap.

There’s more, too. Versions that don’t feature the acoustic glass had a surprising amount of road noise on coarse chip surfaces. I’d expect better for a premium car on a new platform, and the standard suspension had the odd jilted moment as it wrangled with the sheer weight of the Q6.

The air suspension package was a massive improvement on this, damping both noise levels and the undulations and imperfections the road can throw at you. It stood out to me as a very worthwhile option to have, even on base cars if you’re chasing the best handling and ride this platform has to offer.

The SQ6, featuring the lot, is of course an absolute monster of a car, with even more powerful acceleration, and the air suspension as standard, although on the road at least the additional power over the Quattro was hard to quantify. 

We didn’t have the chance to sample the base Performance at the launch. The rear-drive dynamics and lesser weight over the front axle as well as smaller wheel will make for a different feel compared to the Quattro and SQ6 we did drive, so we’re hoping we can bring you a review of this car at a later date.

As I mentioned earlier, the powertrain is adequate but not impressive. The engine can over-rev at times, and it feels like there’s limited reserve when you really push it, though it’s far from gutless. It’s an odd one as you do have enough grunt to overtake safely on the open road, and it’s generally fine for a vehicle of this size, but it’s not particularly eager or lively.

The suspension strikes a good balance. It’s soft enough to smooth out bigger bumps and rough patches without feeling too floaty. At the same time, you still get decent feedback through the steering, and the Kodiaq corners reasonably well with minimal body roll.

Speaking of steering, it’s on the softer side and not as sharp as I’d prefer, but it’s responsive enough to make city driving and tight car park manoeuvres easy. Visibility is good all-around from the driver’s seat, which is good.

Noise levels are typical for a large SUV. Road and wind noise are noticeable, especially at higher speeds, but the cabin remains quiet enough to have a conversation in the middle row without raising your voice. If you’re sitting in the third row, though, you might have to ask people to repeat themselves from time to time. Still, it’s a comfortable space to spend time in.

The Select grade comes with a reversing camera, but the image quality isn’t great. The camera view seems skewed to the left, which caught me off guard occasionally. I found myself relying more on the mirrors and good old-fashioned looking around when parking.

The Skoda Kodiaq is covered by a five-star ANCAP safety rating from testing done in 2024 and features nine airbags, which includes side chest airbags for the front and middle rows, but the curtain airbags don’t cover the third row, which is disappointing for a family SUV.

The Select grade showcases a healthy safety features list including emergency lane keeping aid, rear cross-traffic alert and side exit assist. Most of the safety items aren’t intrusive for daily driving but the lane-keeping aid can feel sporadic with when it activates and it adjusts the wheel firmly, which takes a bit to get used to.

Other standard safety equipment includes blind-spot monitoring, q reversing camera, front/rear parking sensors, adaptive cruise control with stop and go, driver attention warning and alert, intelligent seatbelt reminders, two ISOFIX child seat mounts and three-top tether anchor points.

The Kodiaq is equipped with autonomous emergency braking with forward collision warning (pedestrian, backover, cyclist, motorcycle and car) and is operational from 4.0 – 85km/h (up to 250km/h for car detection).

The usual five-year and unlimited-kilometre warranty applies to the Q6 e-tron, alongside six years of roadside assistance and an industry-standard eight-year or 160,000km battery warranty.

Additionally, Audi throws in one year of a Chargefox subscription, theoretically making your first 12 months of fast DC charging free (provided Chargefox administers your local charging infrastructure).

At the time of writing, Audi was yet to provide service pricing, but the interval is nice and long, at 24 months or 30,000km. A pre-paid service package covering six years and 90,000km comes in at just $2080 which is super affordable for a car from a traditional luxury brand, even if it only covers the first three workshop visits.

The Kodiaq is backed by a seven-year/unlimited-kilometre warranty that is better than the five-year cover you’ll find on some of its rivals.

Servicing is required every 12 months or 15,000km, whichever comes first, and Skoda offers pre-paid service packs for up to seven years. These average out to around $393 per service, which is competitive for this segment and helps take the guesswork out of maintenance budgeting.

The Kodiaq runs on 95 RON premium unleaded, which is worth factoring into ongoing costs.