2026 Audi A6 Launch Edition e-hybrid quattro - UK version

Intelligent drive management for greater efficiency

The hybrid management system of the new plug-in hybrids (PHEV) automatically selects the optimum operating strategy. The electric drive is provided by a permanently excited synchronous motor with a peak output of 105 kW. The electric motor is integrated into the housing of the seven-speed S tronic transmission.

The full system torque of 450Nm is available even at close to idle speed - The power electronics (pulse inverter) used in these latest generation plug-in hybrid models are a new development. The pulse inverter is smaller, lighter, and more efficient, thus reducing electrical consumption. Consumption in hybrid mode is therefore also lower.

Battery capacity and energy density significantly increased

Audi has boosted the capacity of the new high-voltage battery (HV battery) in the rear of the vehicles to 25.9 kWh (net 20.7 kWh), a gain of roughly 45 percent compared to the unit fitted to the outgoing A6 TFSI e. In contrast, the required installation space has only increased slightly in view of the significantly increased capacity. The HV battery measures 962 × 996 × 177 millimeters (39.1 × 39.2 × 7.0 in). The interaction between the mechanical friction brake and electric motor during the energy recovery process has also been optimised, bringing improvements to the individually adjustable regenerative braking performance.

The battery cells are arranged in a single layer due to the available space in the rear section of the car. The entire impact structure is embedded in the battery housing. Each prismatic cell stores 46 percent more energy than the cells previously used in low-floor vehicles in the C segment. Each cell has a charge capacity of 70 ampere-hours (Ah). The raw material composition of the 102 cells enables a higher energy density. The battery's energy is bundled into six stacks, each with 17 cells. With its cell-to-pack design, Audi is pursuing a new approach to battery cell arrangement that was first used in the new A5 e-hybrid quattro models. In this process, the cells are no longer placed in a battery module but are glued directly into the battery housing. The higher packing density that results from this means that the energy content and energy density of the HV system can be increased, while also taking up less space. Thanks to technical developments in cell chemistry, higher electrical output is available compared to the previous generation, even at a low state of charge and low outside temperatures.

The maximum possible AC charging power has been increased from two-phase 7.4 kW to three-phase 11 kW, depending on the respective infrastructure. With this increased power, the HV battery's zero-to-100-percent charging time has been reduced to as little as 2.5 hours. A charging cable (mode 3, plug type 2) for convenient charging at home and on the road is included as standard. Audi's own charging service, Audi Charging, provides access to numerous AC-charging points in 29 European countries on request.

More energy recovery in overrun and braking mode

Compared to its predecessors, Audi has significantly increased regenerative braking performance in the new A6 e-hybrid quattro. The phases in which the driver takes their foot off the accelerator pedal are crucial for the efficiency of the plug-in hybrid drive. In these situations, overrun recuperation is controlled by a defined deceleration depending on the selected drive level. Automatic recuperation can also be preset in the MMI in drive levels D and M, enabling the plug-in hybrid models to vary recuperation autonomously. The parameters for this are route data stored in the navigation system, such as gradients, corner radii, place-name signs, and speed limits. Another important factor is the traffic ahead. As soon as automatic regenerative braking is selected, predictive signals are fed into the overrun regenerative braking function with the help of the Predictive Efficiency Assistant (PEA). The new A6 e-hybrid quattro can also recover energy automatically without active route guidance.

When the brake pedal is pressed during deceleration, the A6 plug-in hybrid models can recover up to 88 kW of power. When operated as a generator, the electric motor accounts for more than 90 percent of all deceleration processes. The integrated brake control system with blending capability (iBRS) ensures pressure-free braking and the best possible energy recovery. The hydraulic wheel brakes are only used for harder braking manoeuvres.

Recuperation level adjustable via steering-wheel paddles

Thanks to the new E3 electronics architecture used in the Premium Platform Combustion (PPC), the degree of thrust recuperation in electric driving mode (EV mode) can be adjusted to three different levels using paddles on the steering wheel, just like in the all-electric models. Electric braking, and thus the recuperation level, is activated using the left paddle (minus), and deactivated via the right paddle (plus). The paddles can thereby be used to set a higher level of deceleration before a turn, for example. At level zero, the plug-in hybrid coasts freely without additional drag torque when the accelerator pedal is released. This means that energy is only recovered when the brake is applied.

Intelligent operating strategy for maximum efficiency

Two operating modes are available in the new A6 e-hybrid quattro models: "EV" and "hybrid." In EV mode, the PHEV models run on electric power. The combustion engine is only turned on in the following situations: when EV mode is deliberately deselected in the switch bar below the panoramic display or via the MMI; in driving program S; via the selected mode of the Audi drive select dynamic handling system; or when starting route guidance with hybrid assist activated. If navigation route guidance is activated, the hybrid assistant takes the route data into account when selecting the drive mode. The combustion engine also engages during kickdown, and EV mode is deactivated until the kickdown action is over. If none of these situations occur, the new PHEV models use the HV battery in EV mode until it is completely discharged. The digital slider used to control the desired state of charge via the MMI in hybrid mode cannot be operated in EV mode, because the battery charge will be fully utilised in this mode. In EV mode, vehicle speed is limited to 87mph. The PHEV models can be started either in EV or hybrid mode, and the mode used last will be set as the default for when the vehicle is started next.

When driving in hybrid mode, the hybrid management system maintains the battery's state of charge at the necessary level to save enough electrical energy for later use, for example for electric driving in the city. When it comes to efficiency-optimised consumption, hybrid mode is most effective for both short and long distances. Depending on the driving situation and the driver's power needs, the operating strategy decides whether to drive in electric or hybrid mode in order to be as efficient as possible. The PHEV models prioritise electric-only driving in urban areas. At higher speeds, the proportion of hybrid driving increases.

With active route guidance, the operating strategy takes the planned route into consideration; the best possible energy configuration for the desired route is automatically selected. To achieve the highest efficiency, the vehicle calculates which parts of the route are suitable for electric driving. For example, electric driving is preferable where speeds are likely to be low, such as in urban areas and traffic jams. When the hybrid assistant is activated and route guidance is on, settings such as the desired charge level will be overridden to ensure an efficient operating strategy.