The Audi S6 Sportback E-tron proves that sedans still matter

Last year, Audi announced that it gave its all-EV-by-2033 plan the boot, and instead will offer a mix of gasoline, hybrid, and electrified propulsion. There’s no doubt still some uncertainty among bigger automakers — especially those under the Volkswagen Group umbrella — when it comes to such a (now prior) commitment. Even so, what it’s currently offering on the EV front is rather good, and fits into the German brand’s under-the-radar fast sedan tradition quite well.

I recently discovered this in the 2027 Audi S6 Sportback E-tron. A cross between a sedan and a wagon in terms of its rearward shape, there’s no hulking Quattro all-wheel drive system to mess with chassis balance, just a motor on each axle, big battery in the middle, massive power output, and solid chassis tuning. Starting at $80,895, here’s how this electrified fast sedan formula shines.

The Audi S6 Sportback E-tron rolls out with 800V architecture and a 100kWh (94.4kWh net) battery. Peak power is rated at 543hp and primarily comes from the rear motor, which enables a rip to 60mph in 3.7 seconds. Audi says it’ll charge from 10 to 80 percent in as little as 21 minutes, or 11.5 hours if it’s plugged into a 240V level 2 setup where juice is fed at 9.6kW.

Peak range is rated at 326 miles; by comparison, the comparable BMW i5 M60 will travel around 45 fewer miles, possesses 50 more hp, runs a similar 0–60 time, and costs a few grand more. During my stint in the Audi, I traveled 295 miles at an average of 2.4 miles per kWh, meaning I saw just 226.56 miles of range. A mighty difference, though; my average speed was just 19mph thanks to much of my driving staying within the Los Angeles basin, plus a handful of highway and mountain-road blasts thrown in for good measure.

Much to my surprise, I saw its 270kW peak charging rate at my local Electrify America station during one visit, then as much as 194kW during another. For maximizing charge, the S6 has three levels of regenerative braking: Two are toggled via paddle shifters, whereas full-on one-pedal driving (OPD) is done by putting it in B mode. All three felt smooth, and OPD was just right; not too aggressive and able to smoothly slow down and stop in normal daily driving with ease.

The S6’s seats and driving position were quite good, though rear-seat passengers may feel squished due to the Sportback body’s sloping roofline. Cargo volume starts at 26 cubic feet and maxes out at 39, and its large hatch makes loading and unloading easy.

The lion’s share of my tester’s $13,595 in options mostly pertained to its added luxury and tech, like more luxurious Audi exclusive interior materials, plus a detailed heads-up display, upgraded exterior lighting, and a screen for the front passenger. Otherwise, the driver has access to Audi’s latest MMI via 14.5-inch center infotainment screen that’s a lag-free and easy-to-swipe-through experience.

Multi-link suspension with sport-tuned air suspension is standard on the S6 E-tron, as are 20-inch wheels with all-season tires. My tester sported the $2,000 Black Optic package, which gives it 21s with grippy Michelin summer tires — though there’s a good chance these knock a few miles off of its EPA-estimated range. Whether in the damper assemblies’ Comfort or Dynamic setting, ride quality was quite good over LA’s most brutal streets, and speed bumps were dealt with particularly well. The even firmer Dynamic Plus was solid and surprisingly agreeable, too. Squeaks and rattles over such cursed surfaces were negligible, though the same can’t be said for driveway clearance scrapes — luckily, there’s some reassuringly substantial plastic on the underside of the front bumper.

But the real test came on LA’s freeway system, as that’s where any good fast German sedan should flourish — and the S6 did just that. Wind noise was virtually nonexistent, and it felt very well planted and confident. (It ought to be for weighing over 5,200 pounds.) In town, steering was too light, albeit nicely direct in its response, and thankfully it became more weighted at highway speed. The S6’s 16.4:1 steering ratio was well matched for its size and heft, and it never felt too darty while making split-second lane changes. It may be down on power compared to its BMW rival, but its numbers were still more than ample and its progressive powerband instilled confidence. Going way beyond the speed limit bolstered this confidence even further.

Then, on the winding roads of Angeles National Forest just north of Los Angeles, the S6 behaved particularly well. Due to its chassis balance and rear-biased power output, there was never any inkling of understeer, which is characteristic among many Audis of yore. Its tires gripped up well and body roll was basically nonexistent in particularly lateral-G-heavy corners. With traction / stability control shut off, all signs pointed to the S6 being able to exhibit legitimately fun oversteer, which is a welcome trait. If only I could revisit such enthusiasm on a local racetrack. Finally, its brakes don’t look like much compared to rest of this hefty sedan’s dimensions, but they capably shaved off speed, especially with B mode aiding in the effort.

Audi’s proven that the luxurious and fast German sports sedan formula applies to EVs, too, in the latest S6 Sportback E-tron. Over 300 miles of range (ideally) and good charging speed is a solid starting point, and its overall balance of comfort and athleticism makes it one of the best big fast sedans that I’ve ever driven.