Audi Q6 E-Tron vs Volkswagen Id.4

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.

It’s been a long wait for the Volkswagen ID.4 Pro, but it’s one that’s paid off. It's an electric SUV that delivers on the essentials - comfort, smart features, and an effortless driving experience. But it also keeps charging times, range, and running costs firmly in the 'very liveable' camp. The ID.4 Pro manages to feel polished and personable, which is a great combination.

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.

The ID.4 Pro leans toward the pillowy end when it comes to exterior shape but it’s as cute as a button. Soft curves aren’t uncommon in this segment, and the overall effect is friendly yet grown-up.

A chrome accent strip running from the roof to the C-pillars adds interest, as do the matrix headlights, which look a bit like Transformer eyes. They’re adaptive too, so they put on a little light show when you start the car - a fun party trick.

Around the back, customisable rear light profiles will earn nods from the cooler kids.

Step inside and the cabin shines. Space is generous, and any 'cute' impressions fade fast as it’s clear this cabin means business.

Visually, it’s slick and considered, with premium materials like leather, suede, and synthetic trims setting the tone. There’s still a touch of Volkswagen fun, though. Look out for the Pause and Play icons on the brake and accelerator pedals.

It feels airy and open, especially with the panoramic sunroof option, and both displays are impressively sharp. You might expect a larger digital cluster, but the 5.3-inch instrument screen does a surprisingly good job, keeping things tidy and focused on the drive.

I'm also quite fond of the adjustable front armrests, which can be folded up and out of the way when not needed. A small touch, but it adds to the car’s flexible, family-friendly feel.

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 front row offers plenty of room for two co-pilots to settle in without bumping elbows. The seat padding is softer than you’d usually expect from Volkswagen, and with the extendable under-thigh supports and added seat functions, the ID.4 Pro proves itself a seriously comfortable road-tripper.

In the back, space is generous, and my eight-year old appreciated the wide door openings and cushy seating. It’s best thought of as a very comfy space for two adults, with room for a third in a pinch.

That flat floor makes a noticeable difference for the middle passenger, giving them more legroom than usual. The 'two is best' idea also applies to child seats and while there are three top-tether anchor points, realistically, using more than two at once would be a squeeze. I had no trouble installing my booster this week, though it did block visibility out the back window.

Storage up front is a strong point, with a glove box, cupholders, bottle holders, and a generous centre console. The console houses the wireless charging pad, two USB-C ports, and a large cubby that swallowed gloves, snacks, and two pairs of glasses with cases which is perfect for keeping the cabin clutter-free.

Rear passengers are well looked after, too, with climate control, directional air vents, two USB-C ports, a fold-down armrest with cupholders, bottle holders in each door and map pockets. It’s all very family-friendly.

The 543L boot handled everything we threw at it this week. I like the adjustable floor height; set it higher to create a handy space for your charging cables, or lower it to maximise room. There’s also a hidden pocket under the floor for the tyre repair kit (no spare of any description).

You miss out on a frunk, but the powered tailgate and stretchy luggage net help keep things secure and easy to manage.

Tech-wise, it’s mostly intuitive. While my husband isn’t a fan of the touchpad climate and steering wheel controls, I find them pretty straightforward to use.

What does bug me, though, is the lack of built-in sat nav and wireless Apple CarPlay. I don’t like leaving my phone charging all the time, and even when you reconnect the cable, you have to manually restart CarPlay every time you get in. Hopefully that’s something Volkswagen irons out in a future update.

For Aussies, at the moment the Pro is the only variant offered in this new electric mid-size SUV. But a sportier GTX version is due soon, which will have the same dual-motor, all-wheel drive set-up as the already available ID.5 GTX, a coupe-style EV SUV riding on the same platform.

A sharp before on-road costs price tag of $59,990 positions the Pro as a healthy rival to recently arrived BYD Sealion 7 Premium and long-standing favourite the Tesla Model Y Long Range, which start at $54,990 and $68,900, respectively.

The ID.4 Pro arrives with upgraded technology by way of a graphics facelift for the 12.9-inch media display that also sports easier-to-find widgets.

There’s a 5.3-inch digital instrument cluster which keeps the cockpit driver-focused and can pull directions through from your phone navigation - which you’ll need to use as the Pro, disappointedly, doesn’t arrive with in-built sat nav. And that phone connection? Still wired.

However, the update now sees additional soft-touch points throughout the cabin with contrasting stitching on the dashboard.

Our test model has been fitted with a sexy tan and black leather and suede upholstery. Bougie extras like electric and heated front seats with massage function, a heated steering wheel and panoramic sunroof remind you that you're sitting within the semi-premium end of the segment.

Other features include keyless entry and start, matrix LED headlights with LED daytime running lights, soft-open door handles, four USB-C ports, a wireless charging pad, two 12-volt sockets, three-zone climate control, 19-inch alloy wheels and a powered tailgate. VW also throws in an at-home charging cable and an on-the-go Type 2 connector.

The Pro's equipment list is solid but some technology improvements could be made for the next update.

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 ID.4 Pro is fully electric and rear-wheel drive with a single motor on the rear axle producing 210kW and 545Nm. That supports a claimed 0-100km/h sprint of 6.7 seconds, which feels satisfyingly swift for a mid-size SUV.

There’s instant torque for easy overtakes and the RWD keeps things balanced and composed. You also get a choice of drive modes to suit your style, and regenerative braking helps recover energy smoothly. It’s subtle, but effective enough to make city driving feel more efficient.

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 ID.4 Pro is fitted with an 82kWh lithium-ion battery and offers a WLTP driving range of up to 544km, which is impressive for the segment.

Official combined cycle (urban/extra-urban) energy consumption is rated at 16.7kWh/100km, and around town, where regenerative braking works harder, you’re unlikely to feel any range anxiety.

If, like me, you do a lot of regional driving or longer trips, you might find yourself keeping a closer eye on the gauge. My real-world consumption sat closer to 20kWh/100km, which still leaves you with solid usable range, but it’s something to factor in.

Charging is straightforward, with a Type 2 CCS port that accepts up to 175kW on a DC fast charger and 11kW on AC.

Both figures are useful and on a fast charger you can expect a 10-80 per cent top-up in around 30 minutes which is quick enough to squeeze in a coffee break or snack stop, even with a kid in tow.

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.

The ID.4 Pro is simple to operate, and aside from the instant power delivery and lack of a traditional start/stop button, it behaves much like a combustion-powered car.

That makes it a great entry-point for anyone new to EVs because it's familiar, but has just enough electric quirk to keep things interesting.

I miss a true one-pedal driving experience in city traffic, but the set-up still works well. Regenerative braking isn’t particularly strong, but you can toggle between 'Drive' and 'B' mode, with the latter offering a bit more resistance. I’ve kept it in B mode most of the week as the extra feedback just feels nicer underfoot.

This week’s testing included winding mountain roads, regional backroads, as well as freeway stretches and the ID.4 handled it all with confidence. There’s enough precision in the corners to keep things fun, and it always feels well planted.

The suspension strikes a middle ground - not ultra-soft, but still comfortable. You’ll feel some of the sharper bumps, but most surfaces are smoothed out well, and the cabin stays quiet even at higher speeds. Ride comfort has clearly been a priority and it pays off.

From the driver’s seat, visibility could be better. The rear window is narrow, and the thick pillars don’t help, so I found myself relying quite a bit on the camera system when parking or manoeuvring.

That said, the ID.4’s size and clear 360-degree camera system make it incredibly user-friendly in tight spaces. Whether parallel parking or squeezing into small car parks, it isn't stressful to park.

The ID.4 Pro hasn’t yet been ANCAP rated for Australia, but it does carry a 2021 maximum five-star safety rating under ANCAP protocols for New Zealand variants.

It comes equipped with seven airbags, including a front centre bag, and a comprehensive suite of driver assistance features that make it feel reassuringly modern and family-focused.

Standouts in day-to-day use include side exit assist, blind-spot monitoring and one of the better adaptive cruise control systems I’ve experienced lately. The lane keeping aid, however, is a little over-eager at times, with some noticeable tugging at the wheel.

Other safety features include interior monitoring, driver attention alerts, and a full spread of collision avoidance tech including autonomous emergency braking, forward collision warning and rear and front cross-traffic alert.

Parking sensors, a 360-degree camera system, and intelligent seatbelt reminders help make low-speed manoeuvres easier and safer. For families, there are ISOFIX child seat mounts on the outboard rear seats and three top-tether anchor points across the second row.

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 ID.4 Pro comes with a five-year/unlimited kilometre warranty, which is standard across the Volkswagen range, while the battery is covered for eight years or 160,000km, giving buyers a little extra peace of mind when it comes to long-term EV ownership.

Volkswagen also offers a 10-year capped-price servicing program, which is excellent for the segment.

The total cost comes to $2890 over the full term, and the service intervals are spaced every two years or 30,000km, whichever comes first.