EV owner satisfaction has reached an all-time high.
Best models come from Tesla, BMW, and Cadillac.
Most EV owners would consider getting another one.
Electric vehicles have come a long way in the past few years, and the progress is finally showing up where it matters most: in owner satisfaction. According to the latest data, these steady gains in technology and infrastructure are translating into record-high approval from drivers.
That’s the verdict from JD Power’s 2026 U.S. Electric Vehicle Experience Ownership Study, which found premium EV satisfaction climbed from 756 points last year to 789 in 2026. Mainstream EVs also improved two points to hit 727 out of 1,000.
The highest rated premium EVs were the Tesla Model 3 (804), Tesla Model Y (797), and BMW i4 (795). On the flip side, the new Audi Q6 e-tron came in dead last at 690. It placed well below the Lucid Air (740) and Rivian R1T (739).
Segment Standouts And Stragglers
On the mass market side of the equation, the Ford Mustang Mach-E took top honors with a score of 760. The electric pony car was followed by the Hyundai Ioniq 6 (748) and Kia EV9 (745). Interestingly, the two lowest rated EVs were the Chevrolet Blazer EV (711) and Honda Prologue (623). That’s a huge point spread considering both models are built by GM and have a lot in common.
Of course, things aren’t completely straightforward as the study examined ten different factors. This includes the “accuracy of stated battery range, availability of public charging stations, battery range, cost of ownership, driving enjoyment, ease of charging at home, interior and exterior styling, safety and technology features, service experience, and vehicle quality and reliability.”
Encouragingly, 96 percent of EV owners said they would consider buying or leasing another one and the study also found quality has improved. That’s especially true of premium EVs, which had 15.9 fewer problems per 100 vehicles compared to last year. This brought the total down to 75 and JD Power said this was driven by noise improvements as well as fewer problems with driver assistance technology.
Is Charging Still A Concern?
The study also found that EV drivers are becoming more satisfied with public charging. Scores climbed by over 100 points and this is being attributed to growing charging infrastructure as well as the opening of Tesla’s Supercharger network to other automakers.
Last but not least, EV drivers are more satisfied than those with plug-in hybrids. Premium EVs scored 114 points higher than their PHEV rivals, while mainstream electric vehicles had a 117 point advantage. Part of this can be chalked up to the cost of ownership as plug-in hybrid drivers have to deal with a more complex powertrain that involves gas and electricity.
In a statement, JD Power’s Brent Gruber said “Improvements in battery technology, charging infrastructure and overall vehicle performance have driven customer satisfaction to its highest level ever. What’s more, the vast majority of current EV owners say they will consider purchasing another EV for their next vehicle, regardless of whether they benefited from the now-expired federal tax credit.”
The flagship version of the E7X delivers up to 671 hp.
Audi will offer 100 kWh and 109.3 kWh battery options.
The E7X’s cabin closely resembles the Audi E5 Sportback.
In the space of just a few months, Audi has moved from teasing a China only concept to testing the finished product. Shortly after the first photos of the China only AUDI E7X surfaced, the company released a fresh image of its mid size electric SUV undergoing cold weather testing in China.
While several of Audi’s electric models in Western markets have felt stale and predictable, this one from its all-caps AUDI sub-brand for China looks like a real threat to the country’s homegrown EV powerhouses.
The design of the E7X is virtually identical to the E SUV Concept that AUDI presented at last November’s Guangzhou Auto Show. As such, it looks very similar to the E5 Sportback, albeit in the form of a high-riding crossover. Finished in a deep shade of purple and pictured driving on the snow, there’s no denying that it’s a head-turner.
The new image confirms that the front end will include an illuminated AUDI badge, with the intricate LED daytime running lights sweeping across the entire fascia. Created in partnership with Chinese juggernaut SAIC, the E7X is quite imposing, but should look right at home in some of the country’s bright and bustling cities.
Like the E5 Sportback, the E7X includes a prominent LiDAR poking out from the roof, as well as a set of digital wing mirrors. Details released in December by China’s Ministry of Industry and Information Technology confirmed that the digital mirrors will be optional, with traditional mirrors offered as an alternative.
At the rear, the lighting theme continues. An AUDI badge glows red, framed by LED taillights that wrap around the tailgate. There’s also a prominent split rooftop spoiler to aid in aerodynamics.
In terms of power, the electric E7X will have plenty. The entry-level model will use a rear-mounted motor with 402 hp, and an all-wheel drive version will also be available, fitted with dual motors to deliver 671 hp.
Shoppers will be able to choose between a 100 kWh battery and a 109.3 kWh unit, both compatible with an 800-volt electrical architecture. The E7X’s driving range will vary between 615 km (382 miles) and 751 km (466 miles), depending on the motor and battery configuration, as well as different wheel sizes.
The E7X measures 198.8 inches (5,049 mm) in length, 78.6 inches (1,997 mm) in width, and 67.3 inches (1,710 mm) in height, with a wheelbase stretching 120.5 inches (3,060 mm). That makes the production model slightly smaller and shorter than the original concept, though the overall proportions remain close.
More details about the E7X, including the all important pricing, are expected in the coming months.
The facelifted Q4 Sportback e-tron has been spied in Europe.
It sports new bumpers, a revised grille, and an updated interior.
Model will likely have an improved powertrain and extra range.
Audi is wrapping up testing on the facelifted Q4 e-tron as spy photographers have snapped a Sportback prototype virtually undisguised. It looks instantly recognizable, but incorporates a number of updates.
Starting up front, we can see a lightly revised grille that is flanked by familiar headlights. They’re joined by a new bumper, which has updated air curtains as well as a revamped intake with a honeycomb mesh pattern.
The subtle changes continue out back as the crossover adopts a streamlined bumper that eschews “e-tron” badging. The faux vent has also been removed, while there are new triangular accents at the outside edges. Elsewhere, we can see a new diffuser with more pronounced vertical elements.
SHproshots
The head- and taillights have varying degrees of camouflage, suggesting we can expect updated lighting units. We also wouldn’t be surprised to find restyled wheels and some other minor tweaks.
Spy photographers didn’t snap interior pictures this time around, but previous images have shown an all-new dashboard with a freestanding curved display. It appears to echo the one found in newer models such as the A6 and Q5.
This means we can expect an 11.9-inch digital instrument cluster and a 14.5-inch infotainment system. They could be joined by an optional 10.9-inch front passenger display.
Powertrain details remain elusive, but the model will likely benefit from more efficient motors, improved batteries, and upgraded charging technology. This should help to make the Q4 e-tron more competitive, which is important as the model has lost a lot of its luster since the Q6 e-tron arrived.
While specifics are few and far between, the current model features a 77 kWh battery pack as well as rear- and dual-motor all-wheel drive systems. The former produces 282 hp (210 kW / 286 PS), while the latter develops a combined output of 335 hp (250 kW / 340 PS). Customers can also expect ranges of between 258 and 288 miles (415 – 463 km).
2027 Audi A6 e-tron and Q6 e-tron launch in the second quarter.
Tactile scroll wheels replace some hated haptic buttons on wheel.
Prices start at $66,700 for A6 e-tron and $64,500 for Q6 e-tron.
Not long after updating the 2026 A5 and Q5 models for the US market, Audi has applied a similar round of changes to its electric offerings, the A6 e-tron and Q6 e-tron. Set to arrive in the second quarter as 2027 models, both come equipped with upgraded tech and features.
One of the most noticeable changes lies directly in front of the driver. Audi’s latest steering wheels come fitted with piano-black haptic-style buttons that work either by touch or swipe. They’re difficult to use and should probably be replaced altogether.
Audi hasn’t walked away from the design entirely, but at least it has scaled things back in the 2027MYs. Some of the more finicky haptic controls have been replaced with physical scroll wheels. The one on the right adjusts volume, while the left now controls gauge cluster menus and settings.
2027 Audi A6 e-tron
What Else is New?
As with the updated A5 and Q5, the electric A6 and Q6 models can be optioned with a dashcam through the Premium trim package, while the Premium Plus models include one as standard. The 4K dashcam is mounted at the base of the rear-view mirror and can be configured to automatically save recordings when triggered.
Audi has also added a new Technology package that includes an augmented-reality head-up display and a dedicated display for the front passenger. The infotainment system gets a few upgrades of its own. Navigation has been made more intuitive, and smartphone integration is smoother than before.
Similarly, the virtual cockpit has been tweaked with different displays and now has fewer icons. Regardless of the viewing mode selected, dedicated time and outside temperature displays will appear in the upper-right corner. Of more importance is the fact that a driver’s smartphone navigation, media, and telephone functions can be displayed directly onto the gauge cluster.
2027 Audi A6 e-tron and Q6 e-tron
For the 2027 A6 e-tron and Q6 e-tron models, Audi has also improved its voice control function, meaning it can now be used to operate things like the adaptive cruise control and air suspension. The central and passenger displays can now also be paired with controllers, making them even better for in-car gaming.
Driving Improvements
In terms of driving, Audi has improved the regenerative braking function to include a one-pedal mode. The S6 Sportback e-tron has also been updated to include a new Dynamic Plus driving mode that allows for controlled oversteer.
Three versions of the 2027 Audi A6 will be available. The standard 375 hp e-tron starts at $66,700, followed by the 456 hp e-tron quattro at $68,700. At the top sits the 543 hp S6 Sportback e-tron, priced at $79,600.
The Q6 e-tron comes in four versions. The base e-tron SUV quattro and e-tron Sportback quattro each produce 456 hp, with pricing starting at $64,500 and $68,300, respectively. Above those sit the SQ6 e-tron SUV at $73,200 and the SQ6 Sportback at $75,600.
Porsche may cancel its electric 718 due to rising program costs.
Audi’s Concept C depends on the same shared EV platform.
Dropping the platform could delay or derail Audi’s sports car.
It’s a new year, and for Porsche, it begins with a leadership shakeup that might reshape more than just boardroom priorities. The brand has a new CEO, Michael Leiters, and within days of stepping in, he’s reportedly reconsidering the future of the all-electric 718 Boxster and Cayman.
That would be a huge reversal of course for the automaker, but here’s the real kicker: new reports suggest the unceremonious end of Audi’s new Concept C sports car before it ever reaches production.
Leiters has reportedly begun a sweeping review of Porsche’s operations as sales slump in China and profit margins took a big hit. One of the biggest question marks is the electric 718 program, which has been plagued by delays, ballooning costs, and battery supply issues following the bankruptcy of Swedish cell supplier Northvolt.
Insiders told German publication Handelsblatt that the battery issue has become particularly thorny, and finding a viable replacement would come with significant cost increases. Some within Porsche lay blame at the feet of former CEO Oliver Blume, saying he let the program’s problems drag on for too long.
According to sources cited by Bloomberg, Porsche is now actively debating whether continuing development of the electric Cayman and Boxster even makes financial sense.
Audi CEO Gernot Döllner has tied much of his turnaround strategy to a new halo model known internally as Concept C and rumored to revive the TT nameplate and centering much of its future design around it. And the trouble is that it’s engineered around the same Porsche-developed EV platform intended for the electric 718.
The shared architecture was supposed to deliver cost savings and accelerate development. Without it, Audi may be forced to either shelve the Concept C entirely or buy and finish the platform independently.
Insiders told the German publication indicate that such a move could cost Audi a nine-figure sum. There’s no telling how long it would take Audi to sort out the development and get a production car ready to roll. Help isn’t coming from any other direction, either.
Volkswagen Group’s next-generation SSP platform, which will underpin most future EVs across its brands, isn’t expected to be ready before mid-2028. All of this is going on as Porsche is struggling to manage shifting industry sands. Sales of the Taycan have fallen off a cliff in China, and tariffs are making things a lot harder in the U.S. as well.
Projections for China, once Porsche’s biggest growth engine, have been cut from 100,000 units to just 30,000 to 40,000 in 2026, with the brand recently deciding to shut down more than a third of its dealerships in the country.
Audi, for its part, publicly showcased the Concept C in Milan last September during a high-profile launch event complete with celebrity appearances. At that event, Döllner described it as “the first visible evidence of Audi’s transformation as a company.” He emphasized that the model marks a break from the brand’s past design language and lays the groundwork for what comes next.
That foundation isn’t limited to design either. The Concept C’s tech platform is intended to underpin Audi’s future lineup. Originally, the sports car was scheduled to launch in 2027.
The big question now is whether Döllner will stick with Leiters’ cost-cutting approach or push ahead with Concept C, even if it means spending hundreds of millions to take over and finish the platform on Audi’s own terms by 2027.
For now, both companies are staying quiet. Porsche says no final decisions have been made, while Audi declined to comment on the Concept C’s future.
Audi admits renaming A4 to A5 confused both customers and dealers.
Brand plans return to simpler naming based on car size not engine type.
Electric A4 e-tron sedan is due later this with Concept C styling cues.
A couple of years ago, Audi cooked up a grand plan where gas and diesel cars would wear odd numbers and EVs would get even ones. But the automaker now admits that wasn’t such a genius moment after all, and hints that the classic A4 badge could be heading back from exile to a combustion car soon.
The odd vs even number strategy sounds tidy on a whiteboard, but in real life, it meant the long-running A4 sedan and wagon suddenly became A5 models, a name previously used for coupes and Sportbacks. That shift confused care buyers and frustrated the salespeople who had to deal with them.
Audi CEO Gernot Döllner has now openly called the move, rubber-stamped by his predecessor, a mistake. Speaking to Australia’s Drive at the Munich motor show, he said the brand will return to its traditional system where “A is for flat-floor cars, Q is for SUVs, and then the number describes the size of the car or the segment of the car.”
A4 Facelift and Namelift
Audi U-turned after turning the A4 into an A5, but in time to prevent the A6 from making the same switch. And now Döllner says that rebranding the ICE A5 as an A4 is “thinkable.” That strongly hints the current combustion-powered A5 (seen below) could wear A4 badges when it gets its mid-life update, probably in the next couple of years.
Electric A4 On the Horizon
But while the gas-powered car may revert to A4, Audi is also planning a fully electric A4 e-tron for the 2028 model year, seen below in our artist’s impression. As we’ve reported before, that car is expected to ride on the new Scalable Systems Platform and take design cues from the dramatic Concept C show car.
So in a few years, you could have an A4 with a combustion engine and an A4 that plugs in, a strategy that will be mirrored at BMW and Mercedes with the 3-Series and C-Class. BMW has it slightly easier on the naming front, since it plans to use the i3 badge for the EV, though that comes with its own complications, given the name was already used for an electric hatchback not too long ago.
This isn’t the first time Audi has fessed to making a badging boo-boo. A few years back, it abandoned its traditional engine size-based model names for ones like ’35’ and ’55’ that buyers also found confusing, but it has now backtracked on that decision.
We’ve grown accustomed to how quickly electric cars evolve, but few models illustrate that pace of change as clearly as the latest iteration of Audi’s e-tron GT. What is essentially Audi’s halo EV has been completely reengineered in just a few short years. This isn’t your usual mid-cycle refresh, and Audi isn’t pretending it is.
Sales of the original e-tron GT kicked off in Europe back in mid-2021, though Australian deliveries didn’t begin until late 2022. Fast forward just over 18 months, and Audi has already rolled out a completely new e-tron GT line-up, one so far ahead of its predecessor that even the latest base model now outguns the previous RS flagship in power.
QUICK FACTS
› Model:
2026 Audi RS e-tron GT Performance
› Starting Price:
AU$309,900 ($216,800) as tested
› Dimensions:
4,996 mm (196.6 in.) Length
2,158 mm (84.9 in.) Width
1,394 mm (54.8 in.) Height
2,901 mm (114.2 in.) Wheelbasee
› Curb Weight:
2,330 kg (5,136 lbs)
› Powertrain:
Dual electric motors / 97 kWh battery
› Output:
912 hp (680 kW) / 757 lb-ft (1,027 Nm) w/Launch
› 0-62 mph
2.5 seconds
› Transmission:
Twin speed
› Efficiency:
21.0 kWh/100 km as tested
› On Sale:
Now
SWIPE
This new model went on sale Down Under towards the end of 2025, and we recently had the opportunity to live with the flagship model in the range, the all-new RS e-tron GT Performance. I was not prepared for what I would discover.
What’s New?
Photos Brad Anderson/Carscoops
Most would agree that the e-tron GT is an extraordinary piece of automotive design. We’d argue it’s the best-looking EV on the market, and one of the finer-looking sedans of the past decade. However, the original RS version just didn’t look special enough.
Aside from minor visual tweaks, the flagship version looked virtually identical to the base model, which was somewhat disappointing for an RS-branded car. Audi appears to have addressed these complaints and, for the 2026 RS e-tron GT and RS e-tron GT Performance models, has ensured they stand out from the base version.
The most obvious updates are found at the front. While the same basic grille has been retained, the front air intakes are now more aggressive, with a forged carbon fiber finish, as on our test car. The bold new touches continue at the rear with a bespoke diffuser, also finished in forged carbon, and a set of unique six double-spoke 21-inch wheels.
An Updated Powertrain
These updates are welcome, but they pale in comparison to the changes that Audi has made under the skin. The 84 kWh battery pack of the old model has been removed and replaced with a larger 97 kWh battery that weighs 9 kg (19.8 lbs) less. Additionally, all three e-tron GT versions now support DC charging speeds of up to 320 kW, a welcome boost from the 270 kW of the old model.
Then there’s the power. The base S e-tron GT has 500 kW (670 hp) and 717 Nm (529 lb-ft) with launch control, allowing it to hit 100 km/h (62 mph) in 3.4 seconds and drive 558 km (347 miles) on a charge. The mid-tier RS e-tron GT is rated at a peak of 630 kW (845 hp) and 865 Nm (638 lb-ft), running to 100 km/h in 2.8 seconds and boasting a driving range of 522 km (324 miles).
The daddy of the line-up is the RS e-tron GT Performance we tested, Audi’s equivalent to the refreshed Taycan Turbo S. It peaks out at 680 kW (912 hp), 1,027 Nm (757 lb-ft) of torque, and can hit 100 km/h in a claimed 2.5 seconds. It does all of these while boasting a range of 528 km (328 miles). It’s not cheap, however. In Australia, prices for the flagship start at AU$309,900 ($216,800), though our test car included several options, bringing the total to AU$324,400 ($226,900).
A Cabin To Remember
Photos Brad Anderson/Carscoops
The interior of the new RS e-tron GT Performance is largely the same as the pre-facelift model, but does benefit from some updates. These include a new flat-bottom and flat-top Alcantara steering wheel with bright red Boost and RS buttons.
Our tester was also fitted with the AU$4,500 ($3,100) performance design package, adding several green accents and Nappa leather. It also included the AU$10,000 ($7,000) Matt carbon camouflage package, which adds forged carbon to the exterior, side sills, dashboard, and door panels. The look of the carbon won’t be to everyone’s tastes, but it’s certainly striking.
Most touchpoints are excellent, and the cabin carries a premium feel. Still, much of the switchgear and lower-grade plastics come straight from less expensive Audi models, which is somewhat disappointing given the car’s sky-high price tag.
Among the key features carried over from the pre-facelift model are the superb RS-branded front seats, the 10.1-inch infotainment display, and the 12.3-inch digital instrument cluster. There’s wireless Apple CarPlay and Android Auto, a thumping 16-speaker Bang & Olufsen audio system, and among the finest front seat massage functions of any car currently on sale. To put it simply, the RS e-tron GT is a joy to spend time in.
Perhaps the most obvious downside of the incredibly good looks and that swooping roofline is that headroom in the rear isn’t great for tall adults. It also feels a little sparse back there with just a pair of USB-C ports and simple fan speed controls.
Unrelenting Acceleration
Photos Brad Anderson/Carscoops
Heading into my week with the RS e-tron GT Performance, I knew it was going to be the quickest car I’d ever driven. But nothing could quite prepare me for this EV’s ferociousness off the line, and yet its plushness and comfort during daily driving.
As mentioned, Audi quotes a 0-100 km/h time of 2.5 seconds. Try as I might, I was never able to match that with my GPS timer, recording a best time of 2.63 seconds, covering the sprint to 100 km/h in just 39.1 meters (129 feet). If you can actually feel the difference between 2.63 and 2.5 seconds, congratulations, you might be part stopwatch. As for what that kind of speed feels like? Absolutely brutal.
Pin the throttle and the Audi throws you back into the seat, building speed in a way that is truly terrifying. Like the original e-tron GT, this new model retains a two-speed transmission. While the original shifts into second gear at around 85 km/h (53 mph), the flagship Performance model will hold first gear for as long as possible, enabling remarkable acceleration.
During my testing, it felt like the car changed into second gear at around the 120 km/h (75 mph) mark, and when it does, the EV accelerates even faster, as if it’s a spaceship getting sucked into a black hole. It’s absolutely mesmerizing. Remarkably, the car delivers this performance while struggling to put all its power to the ground.
Regardless of whether the ESC is on, in Sport mode, or disabled entirely, the car will spin all four wheels to beyond 100 km/h, leaving faint black tire marks in its wake. I have no doubt that if I had been able to find a grippier piece of tarmac to reduce wheel slip, a 2.5-second run would have been achievable.
Chassis Changes
Photos Brad Anderson/Carscoops
Equally impressive as the way the RS e-tron GT Performance lurches forward is the new active suspension system. It builds upon the already remarkable setup of the old car, using technology similar to what’s found in the facelifted Porsche Taycan.
There’s trick air suspension working alongside two-valve dampers that eliminate the need for traditional anti-roll bars. In Comfort mode, the system is so advanced that it can actually lean the car into a corner, while in one of the RS modes, the suspension activates to eliminate even the slightest hint of body roll. Yes, despite the car weighing 2,330 kg (5,137 lbs), it has an uncanny ability to remain flat, even during high-speed slaloms.
I was offered my first taste of this system when I unlocked the car for the first time. As soon as I opened the driver’s door, the ride height quickly jumped up a couple of inches, making it easier to get in. When exiting, the same thing happens. It’s a neat party feature that can be disabled if owners prefer not to have it.
Presented with a mountain road, the car absolutely shines. Fitted with 265/35 front and 305/30 Bridgestone Potenza Sport tires, the RS e-tron GT Performance can speed through corners beyond what some potent sports cars can do, with very little fuss. It’d take a very brave soul to push this thing to its limits on the road, and it probably needs to be driven on a track to be fully appreciated.
As with before, the comfort is also superb. With the suspension in one of the softer settings, the e-tron GT soaks up bumps better than any other Audi, oftentimes making potholes and speed bumps feel almost non-existent. It honestly beggars belief how comfortable the car is on long journeys. An all-wheel steering system also ensures it’s easy to drive in tight urban areas and parking lots, reducing the risk of curbing those inevitably very expensive wheels.
All of the incredible performance comes at the expense of efficiency. Audi quotes efficiency of 21 kWh/100 km, and while I was able to match that figure, it’s slightly higher than the old car. But, just like you shouldn’t buy an Audi RS6 Avant expecting it to be fuel efficient, the Performance isn’t the type of EV you should buy if you want to eke out as much range as possible.
Critiquing the car’s handling is rather difficult. Some may find the steering to feel overly assisted and unnaturally sharp, but I grew accustomed to it very quickly.
One frustrating issue I experienced with the parking sensors is that they beep incessantly and loudly, as if you’re about to hit something, even when there are several inches of clearance. There were also a couple of occasions when the rear-cross traffic alert system was engaged while I was reverse parking, even though there was no risk of hitting anything.
Verdict
The e-tron GT remains the best EV that Audi currently produces, and the flagship RS e-tron GT Performance provides true supercar-levels of performance, making it one of the most engaging and enjoyable EVs to drive, too.
The additional performance Audi has added is extraordinary, but it comes at a cost. The old flagship started at AU$246,875 ($172,700), or more than AU$63,000 ($44,000) less than the new one. That’s a sizeable price hike, regardless of the changes made. If this new model follows the same depreciation curve as the pre-facelift model, it could be an absolute bargain in a few years.
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