Audi plans to launch the all-electric A4 e-tron sedan in 2028.
It will ride on the advanced new Scalable Systems Platform.
We can also expect a radical design inspired by the Concept C.
Update: It’s the weekend, which means time to sharpen our digital pencils and let the imagination run a little wild. We’ve put together a rendering of the next-generation 2028 A4 e-tron, offering a glimpse at how Audi’s design playbook could evolve, shaped by recent remarks from the brand’s CEO.
Borrowing design cues from the latest Concept C and the A5, our rendering imagines a clean, minimalist sedan that ties the classic A4 proportions to Audi’s next generation EV identity. Of course, the final design could take a different turn, particularly in the profile or rear styling, but until test prototypes hit public roads, this remains our most grounded prediction. The original story continues below.
BMW and Mercedes are preparing to roll out electric takes on their best-selling 3-Series and C-Class, known respectively as the i3 and C-Class EQ Tech models. That leaves Audi in an unusual position, with a lineup already heavy in electric crossovers and soon to expand even further with the Q2, yet still lacking an affordable electric sedan.
And as history has shown, when one German premium automaker changes course, the others quickly follow, sparking another round of competition on the autobahn.
That’s expected to happen in 2028 with the debut of the all-new A4 e-tron. Besides reviving the classic name, the electric sedan will reportedly bring a new platform and a sharper design influenced by the Concept C, distinguishing it from the more conservatively styled ICE-powered A5 that replaced the previous A4 in the lineup.
VW Underpinnings and Rivian Tech
According to Autocar, Audi CEO Gernot Döllner confirmed the A4 e-tron will ride on the Scalable Systems Platform (SSP), which will also be used on several other Volkswagen Group vehicles. These are said to include the next-generation Golf as well as the Skoda Octavia and Cupra’s flagship crossover.
While little is known about the platform, it should be more advanced than the Premium Platform Electric (PPE) architecture that underpins the Porsche Macan Electric as well as the A6 and Q6 e-trons.
The A4 e-tron could also become the first Audi to use software developed in partnership with Rivian. This is supposed to pave the way for “software-defined vehicles” that become “more intelligent, more sustainable, and more enjoyable over time.”
Döllner told the publication, “We are heavily working on it with the Rivian-Volkswagen joint venture, building up mules right now and working intensively together, so the first cars are already on their way.” He suggested the software will debut in two new vehicles and help to reduce complexity.
Beyond the technical overhaul, the A4 e-tron will adopt the new ‘Audi brand face.’ This means we can expect a minimalist front fascia that features a rectangular grille with a portrait orientation. It will likely be flanked by slender four-element headlights, as Audi has previously said they’ll define their visual identity.
Little else is known about the car at this point, but Döllner suggested we can expect “less virtual buttons” and more dedicated switchgear. As he noted, that’s what customers prefer, and it’s hard to argue with that.
The all-electric Audi E5 Sportback in China starts at just under $34,000.
Low battery and energy costs in China help Audi keep prices affordable.
An equivalent Audi EV in Europe would likely cost at least twice as much.
While Audi has steadily built up its electric range, none of its current EVs have really made a breakthrough in Western markets, aside from the occasional seasonal bright spot. In China, though, the brand may have finally found its moment. The new AUDI E5 Sportback pulled in over 10,000 pre-orders within just half an hour after its debut.
A key reason for its popularity? The kind of price tag you’d expect of a Toyota, not a premium German EV.
Bargain With Big Numbers
In China, the AUDI E5 starts at just 235,900 yuan, which is the equivalent of $33,100 or €28,211 at current exchange rates. That’s a heck of a deal for a luxury car that includes a 76 kWh battery pack, a 295 hp rear motor, and has a claimed range of 384 miles (618 km) under local testing standards.
The upper trims go much further, offering up to 776 hp, while buyers also get a wraparound digital cockpit, and software tailored specifically to Chinese buyers. The interior mixes Alcantara with leather, while the tech list is stacked with features usually reserved for higher-end models.
To put that in perspective, Audi’s least expensive crossover in Germany is the Q2, a sub-compact that begins at €29,000 ($34,000 or 242,500 yuan) for the entry-level 116 hp 3-cylinder TFSI, a price that includes Germany’s value-added tax, or standard sales tax.
Unlike Audi models sold elsewhere, the E5 is exclusive to China and even carries a new badge. Instead of the traditional four rings, the grille simply reads “AUDI,” a deliberate break from tradition designed to appeal to younger, tech-oriented buyers.
Speaking to Germany’s N-TV, industry expert Ferdinand Dudenhöffer described the move as “clever positioning” and a “liberating step,” arguing that the traditional rings carried too much baggage from the past.
Why It Costs So Little
While it might be tempting to chalk up the low sticker price to cheaper wages in China, labor costs account for only around ten percent of total vehicle costs, according to the CAR Institute, N-TV reports.
A slew of other important factors come into play that help AUDI keep the E5 so affordable by Western standards. Battery costs in China are lower, energy is much cheaper, and local production operates with far greater efficiency. On top of that, Germany levies a 19 percent sales tax (VAT), while China applies just 10 percent for regular cars and in some cases zero percent for EVs, depending on price and incentives.
Perhaps most telling, though, is that manufacturers there are willing to operate with margins far slimmer than what German brands typically tolerate. That’s something we rarely, if ever, see in the West. Were a vehicle like the E5 to be produced and sold in Europe, it’d likely cost twice as much, if not more.
Storm Clouds At Home
Back in Germany, the contrast could not be starker. The industry’s struggles are well known, with Audi planning to cut around 7,500 jobs by 2029, Mercedes deep in restructuring, and Porsche rolling back its EV plans. BMW has fared a little better, yet it too has shed thousands of temporary positions.
According to a recent study by EY, Germany’s automotive industry lost more than 50,000 jobs last year, erasing roughly seven percent of its workforce. Compared with pre-COVID levels, the sector employs 112,000 fewer people today. No other domestic industry has suffered losses on this scale.
Future Written In Asia
Against this backdrop, Dudenhöffer argued that Audi’s decision to launch a separate brand in China was both brave and instructive. “Competitors BMW and Mercedes are now under pressure,” he said. “If the price difference becomes too large, customers will switch to Audi.”
He also issued a more general warning. “If the price collapse from China reaches Europe and Chinese models take over here, the Germans need a response,” he said.
“If we don’t learn to build cars that interest customers – with the right price and the right costs – Germany has a problem. We can watch China and say: We won’t get involved in this shameless price war. Or we can say: We need a China strategy.”
Dudenhöffer added that the future of the industry will not be decided in Europe but in Asia. “The vehicles must be built for the customers, not for the employees,” he cautioned. “Without a China strategy, Audi, BMW, and Mercedes are finished globally. And without a China strategy, Germany will also lose its status as an automotive nation.”
Federal incentives helped boost demand for some of Audi’s EVs.
Despite the surge in two models, Audi’s total EV sales fell this year.
Long-time leaders Q5 and Q3 posted steep double-digit declines.
Audi sells no fewer than 18 different models in the United States, and among them, it was an unexpected contender that claimed the sales crown through the third quarter. Outpacing long-time favorites like the Q5 and Q3, the spotlight landed on the electric Q6 e-tron.
However, that an EV managed to outpace Audi’s long-standing ICE models says less about sudden enthusiasm for electrification and more about the terrible year its combustion lineup has faced that was compounded by buyers rushing to make the most of federal EV incentives before they vanished.
Numbers Behind the Surge
Over the past three months, Audi sold 10,059 Q6 e-trons across the US. This represents a 22,761 percent increase over the third quarter of last year, although that’s somewhat irrelevant, as deliveries hadn’t started in earnest in 2024. Year-to-date, a total of 17,021 Q6 e-trons have been sold.
The reason for the surge in demand is quite simple. The $7,500 federal EV tax credit is no longer available, leading to a rush of shoppers who wanted to benefit from it before it was discontinued. Interestingly, the Q6 e-tron wasn’t eligible for the tax credit when purchased upfront, but customers could receive it when leasing. While Audi hasn’t disclosed how many of the Q6 e-trons it sold in the third quarter were leased, we suspect most of them fell in that category.
With sales of the electric SUV climbing into five figures, the Q6 e-tron edged past the Q5, Audi’s traditional sales leader. In the third quarter, the compact SUV recorded 9,719 units, bringing its year-to-date total to 32,633. It still holds the top spot overall, but that position comes with a caveat: sales are down 17 percent compared with 2024. Looking at just the third quarter, the drop was even sharper, falling 34 percent from the 14,677 sold in the same period last year.
The Q3 was next in line during July through September, logging 5,597 units, a huge 25 percent dip year-over-year. Behind it came the Q7 with 4,281 sold, which marked a steep 24 percent decline compared with the same period in 2024. Even so, its year-to-date tally of 14,256 is actually 5 percent higher than last year’s, showing that while the third quarter dragged, the bigger picture looks better.
The electric Q4 e-tron also carved out its own space in the lineup. Sales rose 32 percent in the third quarter to 2,956 units, although its year-to-date total of 5,194 remains slightly behind last year’s pace.
Sales of virtually all other Audi models fell last quarter. These included the A5 (-34 percent), A6 (-41 percent), A7 (-2 percent), and Q8 (-22 percent). Demand also fell for some of Audi’s EVs, including the e-tron GT (-3 percent), Q8 e-tron (-98 percent), and the Q8 Sportback e-tron (-96 percent).
The Bigger Picture
Looking at the totals, Audi sold 46,758 vehicles in the third quarter, practically as many as it delivered a year earlier (46,752). Year-to-date, the brand has moved 128,709 cars and SUVs in the US, which is 8 percent fewer than in 2024.
The bikes start at $5,850 with an upgraded SRAM drivetrain and bigger EPTA STAGE brakes.
A new and updated Brose S-MAG motor delivers 250 watts and up to 90 Nm of torque.
It gets an RS Q e-tron-inspired livery and 180 mm suspension travel for serious trail riding.
Anyone who thought that Audi’s foray into ebikes might be a one-and-done better think again. The German automaker is back with a new ebike designed to crush trails with upgraded components and, somehow, a lower starting price. In fact, at just $5,850, it’s more attainable than some traditional ebikes that aren’t connected to luxury cars.
Built in partnership with Italian motorcycle and ebike builder Fantic, the eMTB 2.0 uses the same aluminum frame as the original Audi eMTB. At the same time, there are some key improvements here.
The drivetrain now features a SRAM GX Eagle Transmission AXS electronic derailleur paired with a SRAM XX SL Eagle 12-speed 10-52T cassette for crisp wireless shifting. Braking gets a big boost too, thanks to new EPTA STAGE rotors measuring 220 mm up front and 203 mm at the rear. Sunstar F.I.R.S.T. calipers provided improved control when the trail points downward.
What doesn’t change is the electric motor. It remains a Brose S-MAG 250-watt unit good for up to 90 Nm of torque. A 720-Wh battery pack feeds it power while remaining fully integrated into the frame. Riders can pick from four assistance settings, including eco, tour, sport, and boost. It really feels like at least one of those should’ve been RS.
That said, the eMTB will assist riders up to 20 mph and has a range that could be as little as 12 miles or as much as 90, depending on terrain and effort. Having ridden mountain bikes and eMTBs, that range will be plenty for the vast majority of folks. A small digital display keeps tabs on speed, assist level, and battery status.
This is what riders often call a mullet setup with a 29-inch wheel in the front and a 27.5-inch unit in the rear. That helps with managing big obstacles while keeping the bike nimble. An Öhlins RXF38 m.2 fork and TTX22m.2 rear shock provide 180mm of travel on each end, while Audi even offers some accessories to go with the bike, including a helmet and hydration pack. Deliveries are already underway to some lucky customers.
Audi’s smallest ever EV has been spied testing ahead of 2027 debut.
The new SUV slots below the Q4-etron and could be named Q2 or A2.
It rides on the same MEB+ platform as the VW ID. Polo and ID. Cross.
We’ve heard a lot about VW’s next generation of ID. electric models and their new MEB+ platform. But today we get our first look at what sister company Audi plans to do with the same DNA to create its dinkiest ever EV .
This little monobox electric SUV is designed to slot below the existing ID.4-sized Q4 e-tron in Audi’s lineup starting in 2027, and it would seem logical for it to get the Q2 e-tron name. But some people have suggested it could be called A2, and we can certainly see some similarity between the classic aluminium-bodied A2 subcompact of the early 2000s and this prototype in the profile view.
But the Q2/A2 looks wider, lower, and sportier than the old A2 with a more aggressive windshield rake and roofline that plunges even harder after the C-pillars.
We can also see that the pint-sized EV has a split-headlight treatment and the same style of door handles we’ve seen on prototypes of the upcoming Q7, which look very much like the ones on the front doors of a Ford Mustang Mach-E. And also, strangely, like the little chest-height cigarette shelves you used to get above public urinals in the 1980s, though I’m pretty sure that wasn’t the inspiration here.
There seems to be more A2-inspired detailing at the back though, where a high-level spoiler appears to bisect the rear window. But this being 2025 and not 2000, we also get a transverse LED light bar instead of a stack of vertically-arranged lights in each corner.
Not visible, but almost certainly present beneath the “brake test” sticker on the prototype, is an illuminated four-ring Audi badge.
While the bigger Q4 e-tron uses the older MEB platform shared with cars like the ID.4 and ID. Buzz, the Q2/A2 adopts the newer MEB+ architecture. It places a single motor at the front, driving the front wheels (single-motor MEB cars are rear-mounted, RWD) and, based on what we know of MEB+ VW models like the ID. Polo, could deliver around 280 miles (450 km) of range and 223 hp (226 PS / 166 kW) for sub-7-second zero to 62 mph (100 kmh) sprints.
Last month, Chinese brands took 5.5 percent of the Euro market.
Their 43,500 unit sales total was up 121 percent from August ’24.
During August, Audi sold 41,300 units and Renault 37,800 in Europe.
Overall car sales in Europe grew by 5 percent to 790,000 last month, buoyed by continuing enthusiasm for electric cars across the continent. Plug-in hybrids saw particularly strong momentum, with registrations climbing to 83,900 in August, a 59 percent increase on the previous year that lifted their market share to 10.6 percent.
According to Jato Dynamics figures, battery-electric cars (BEVs) also posted gains, up 27 percent compared with August 2024, giving them a record 20.2 percent market share, up 3.6 percentage points year on year. That brings Europe’s total for fully electric registrations in 2025 to 1.54 million so far. Analysts caution, however, that the headline growth figures for BEVs may not tell the full story
Numbers With Caveats
“The data shows that there was strong demand for BEVs in August, however a 27 percent increase is less significant than it looks when you consider how widely they are being promoted across Europe,” said Felipe Munoz, Global Analyst at JATO Dynamics. “The new record market share for BEVs achieved last month has been partly distorted by the fact that Italy – typically a less enthusiastic adopter of BEVs – is usually quiet during August,” Munoz added.
Europe Car Sales
Aug ’24
Aug ’25
Diff.
Total
752,847
790,177
+5.0%
BEV
125,494
159,746
+27%
PHEV
52,820
83,872
+59%
SUV
408,561
451,737
+11%
Chinese brands
19,707
43,529
+121%
Chinese-owned Western brands
23,601
19,613
-17%
SWIPE
Jato Dynamics
China’s Growing Momentum
Yet Europe’s traditional manufacturers may find little comfort in these results. The bad news for Europe’s carmakers is that interest in Chinese brands is growing at an even faster rate, and it’s coming at the expense of some very big household names.
Audi shifted 41,300 units in August, and Renault moved 37,800. Both are major players in the market but were outmaneuvered by Chinese brands who registered 43,500 sales, up a massive 121 percent versus August 2024, Jato reports.
Granted, that ‘Chinese brands’ figure is made up of 40 different automakers, but Jato points out that 84 percent of the total was achieved by only five of them, namely MG, BYD, Jaecoo, Omoda and Leapmotor. Whichever way you cut it it’s bad news for Europe’s legacy brands, and is only going to get worse, though at least Stellantis’s deal with Leapmotor means it gets to celebrate the win.
Even on their own, the Chinese brands took some big scalps. MG registered more cars than Tesla and Fiat, BYD beat Suzuki and Jeep, and Jaecoo and Omoda outsold Alfa Romeo and Mitsubishi.
“European consumers are responding positively to the growing, competitive line-up from China’s car brands,” Jato analyst Felipe Munoz said. “It appears that these brands have successfully tackled the perception and awareness issues they have experienced.”
Hybrids, not just EVs
It’s not only in the EV segment that Chinese brands are making gains. They’re also doing great in the PHEV space, where they’re not hobbled by the same tariffs applied to their fully electric vehicles.
More than 11,000 Chinese-brand plug-ins were sold this August compared with only 779 in the same month last year, BYD is now the eighth most popular PHEV brand overall and the BYD Seal U, Jaecoo J7 and MG HS bagged three spots in the top 10 best-selling models list.
However, if you simply looked at the table of 10 most-registered models, you’d never guess how quickly China was moving forward. The list contains no names from the People’s Republic and continues to be dominated by Volkswagen and Renault.
The VW T-Roc (which has since been facelifted) was the region’s biggest seller, with the Dacia Sandero scooping second spot and Toyota’s Yaris Cross bagging third. Tesla’s updated Model Y was the best-selling EV, but its sales were down 37 percent and it was nowhere to be seen in the overall top 10 cars table.
The China-only Audi E5 Sportback starts at 235,900 yuan or around $33,000.
Range spans 384 to 402 miles depending on trim and battery configuration.
Power output ranges from 295 hp to 776 hp with RWD or AWD drivetrains.
Not too long ago, Audi made the decision to launch a stand-alone EV brand in China under the name AUDI, written in all caps. While it seemed like a questionable move at the time, it appears to be paying off, judging by the demand for its first model, the new E5 Sportback.
According to the company, when pre-orders for the E5 opened on August 18, more than 10,000 reservations rolled in within half an hour. Those kinds of numbers are common for Chinese startups, but not for long-established manufacturers. Just as important as the tally itself is the message it sends: there’s no better way to create FOMO than to show how many people have already locked in an order for this EV, complete with some German heritage.
Of course, the figures themselves don’t carry much weight, since they’re not binding or backed by non-refundable deposits. It’s possible that a fair share of those who placed early reservations for the E5 could cancel before the car actually reaches their driveway.
With that being said, it shouldn’t come as much of a surprise as to why the E5 has proven to be popular. As we confirmed last month, the entry-level Pioneer version starts at just 235,900 yuan or around $33,100. For the money, shoppers get a 76 kWh battery pack, a 295 hp rear motor, and a claimed range of 384 miles (618 km).
Other models include the 402 hp, rear-wheel drive Pioneer Plus with a 100 kWh battery and starting at 269,900 yuan ($38,000) and the Pioneer Plus with an 83 kWh pack and dual motors delivering 518 hp, priced from the same 269,900 yuan ($38,000). The range is then topped out by the Flagship Quattro with a 100 kWh battery, 402 miles (647 km) of range, and dual motors with 776 hp. It starts at just 319,900 yuan ($45,000).
The cabin of the AUDI E5 Sportback is unlike any Audi model sold in the West, and instead far more similar to other EVs in China. It includes a 59-inch screen stretching across the entire dashboard, digital wing mirrors, soft-touch leather and Alcantara, and wireless phone chargers.
Audi’s entry-level electric vehicle has been spied undergoing testing.
The mule is based on the ID.3 GTX and looks rather unremarkable.
Production begins next year and it could ride on the MEB+ platform.
The Concept C stole the spotlight at the Munich Motor Show, but Audi also used the event to highlight an entry-level EV. It’s scheduled to go into production in Ingolstadt next year and slot beneath the Q4 e-tron.
While the company didn’t say much about the new entry-level e-tron model, spy photographers recently caught a mule based on the Volkswagen ID.3 GTX. Unfortunately, there isn’t much to see as the body appears to eschew modifications. In fact, the only changes appear to be sportier wheels and a camouflaged interior.
That leaves us with only hints to work with, but Audi CEO Gernot Döllner has previously described the model as “an electric vehicle in the same class as the A3.” This suggests the car could be called the A3 e-tron, although the A2 e-tron has also been floated as a possible moniker.
There are more questions than answers at this point, but the model will presumably ride on the MEB+ platform, which also underpins the upcoming Volkswagen ID. Polo. The architecture is billed as the “next evolutionary stage” of the electric vehicle platform and is slated to offer two battery capacities as well as four different outputs.
Volkswagen has not shared many specifics yet, but has previously confirmed an ID. Polo GTI with 223 hp (166 kW / 226 PS). We also wouldn’t be surprised to see a variant with 208 hp (155 kW / 211 PS) as was alluded to by the ID. Cross concept.
Shproshots
That being said, the Audi could be significantly larger as the current A3 Sportback measures 171.3 inches (4,352 mm) long. That’s quite a bit bigger than the 160-inch (4,053 mm) ID. Polo and 163.8-inch (4,161 mm) ID. Cross. Of course, it’s also worth noting the ID.3 clocks in at 167.9 inches (4,264 mm).
Details are pretty hazy, but we’ll likely get a better idea of what to expect when fully fledged prototypes start appearing. Given that production is expected to begin next year, this should happen relatively shortly.
RS6 e-tron prototype spotted despite reports claiming the project may be cancelled
ICE-powered RS6 with plug-in hybrid tech expected to launch with slightly lower output.
Both testers feature widened fenders and unique styling cues separating EV from PHEV.
A blend of punishing acceleration, all-wheel-drive confidence, sharp-suited styling, and everyday versatility has made the Audi RS6 super wagon a dream daily driver for enthusiasts for more than two decades. Audi originally intended to give buyers two flavors of the next RS6, one as a plug-in hybrid and the other as a fully electric e-tron. Yet a new report this week, citing unnamed company insiders, suggests those plans have changed, with the all-electric RS6 e-tron allegedly canceled.
Nothing is official, and Audi hasn’t confirmed the news. What muddies the waters is that RS6 e-tron prototypes are still being spotted on public roads, with our spies having photographed them on two separate occasions the past few days. This could mean the project is still alive, or that Audi is using the prototypes to test other systems before ultimately shelving the car.
Platform Divide
Though both combustion and electric models are (or at least were if the cancellation rumors are true) expected to wear RS6 badges and share a similar sporty wagon silhouette, their foundations are quite different. The ICE version rides on a conventional combustion platform, now for the first time on an RS6 paired with plug-in hybrid technology. The EV seen testing, meanwhile, is built on the VW Group’s PPE platform, which also underpins the A6 and S6 e-tron, Q6 e-tron, and Porsche Macan Electric.
Baldauf
Audi hasn’t dropped any tech-spec nuggets, but considering the S6 e-tron makes 543 hp (405 kW / 551 PS), an RS6 e-tron, if it remains in development, could land around 805 hp (600 kW / 816 PS). Even that figure, though, would look modest next to the extremes of today’s electric sedans, with the Xiaomi SU7 and Porsche Taycan delivering as much as 1,527 hp (1,139 kW / 1,548 PS). BMW doesn’t offer an electric M5 yet, and the i5 M60 tops out at 593 hp (442 kW / 601 PS).
We expect the gasoline-powered RS6 to generate less power than its electric brother, perhaps 750 hp (760 PS / 560 kW) or so, but it won’t necessarily have a performance disadvantage because it will weigh several hundred pounds less than the e-tron, which could tip the scales at around 2,500 kg (5,510 lbs) due to its hefty battery pack.
Electrifying Looks
Both prototypes seen here get wider fender flares than their regular A6/S6 brothers, and the fronts on each appear to have a vent ahead of the doors. But there are some major design differences that aren’t simply limited to the EV missing out on the ICE model’s huge twin oval tailpipes.
The EV has a split headlight treatment and blanked grille, whereas the combustion RS6 has a conventional grille and lights, but much bigger outer air intakes, which of course the e-tron doesn’t need. But at the back, the combustion car’s moustache-shaped taillights make it more distinctive.
Baldauf
Early expectations suggested the RS6 e-tron would arrive first, with the plug-in hybrid following in 2026, both offered in liftback sedan and wagon forms. With reports of cancellation now in play, however, that timeline is up in the air. Until Audi clarifies, the RS6 e-tron remains in limbo, caught between public road testing and rumors of an early exit.
Editor’s Note: This story has been updated to include reports claiming the RS6 e-tron may be canceled, though Audi has not officially confirmed this.
Germany’s big automakers used the Munich Motor Show to push new design ideas.
BMW’s iX3 is the first production Neue Klasse car and Mercedes reinvented its grille.
Audi rebooted the TT, while Volkswagen’s ID. family showed a newfound confidence.
The presence of Chinese automakers added some international flavor to this week’s Munich Motor Show, but in reality the event was more about familiar German brands and their new, and in some cases unfamiliar, faces.
All of the big German automakers were on hand with fresh concept cars and production models that showcased new stylistic directions. It feels like we’re at one of those moments where car design is changing across the industry for premium European brands after a period during which the big players have struggled to reinvent themselves and work out how to differentiate EV and combustion cars, or whether to even differentiate them at all. But have the Germans really rediscovered their design mojo?
Photos Stefan Baldauf & Guido ten Brink
Let’s start with BMW and the iX3, arguably the biggest story from the show because it’s about so much more than a new SUV. The iX3 is the first of the Neue Klasse cars and brings a fresh design language that will shape the brand’s entire lineup for the next decade, as well as a crucial new EV platform.
There was some murmuring here at Carscoops that the iX3’s profile deviated too far from Munich’s conventions, but overall this has to be viewed as a massive hit. BMW designs have mostly either been butt ugly or blandly handsome over the last 20 years, but finally here’s a fresh, modern-looking car with real presence, and one that brilliantly manages to riff on the classic face of old-timers without looking like a lazy retro rip-off.
Photos Stefan Baldauf & Guido ten Brink
To our eyes, the iX3’s key rival, the electric Mercedes GLC, is far less successful. The body looks flabby and dull next to the BMW’s and while we’re all for the three-pointed star marque borrowing some classic inspiration to put new energy into its famous grille, the light-up nose on the GLC, which will find its way onto other future models as well, looks like an afterthought here.
Photos Stefan Baldauf & Guido ten Brink
Audi’s Concept C looked far more confident. Previewing an electric TT successor that will share tech with the upcoming Porsche 718 Boxster and Cayman EVs, it takes inspiration from both the TT and Auto Union’s 1930s Type C racers.
We’re reminded of the string of uber-strong Bauhaus-infused concept cars Audi delivered in the late 1990s and early 2000s, many of which made production, as well as Jaguar’s Type 00 concept, though we think Audi did a better job.
Photos Stefan Baldauf & Guido ten Brink
Volkswagen’s ID. Polo and Polo GTI, the near-production versions of the car we previously knew as the ID.2, looked less radical in comparison, but they still represent a shift in the automaker’s design that hearkens back to the solid shapes and surfaces that made some of the brand’s biggest sellers so enduring.
Think about how fresh the Mk4 Golf still looks almost 30 years after we first met it, or the Mk1 does more than 50 years after it debuted. That’s the kind of self-assured, non-faddy style the ID. Polo embraces, but at the same time the ID. Cross showed VW could also have some fun with the same design language.
Photos Stefan Baldauf & Guido ten Brink
And now it’s time for our question of the day: do you think the German automakers have got their design act together, or do some of them need to get back to the drawing board? And in the battle of the grilles, who did it best – BMW, Audi or Mercedes? Leave a comment below and let us know your opinions and the reasoning behind them.
Insider sources confirm Audi canceled plans for the fully electric RS6 E-tron.
The Avant model would have served as the EV twin to the next-gen hybrid RS6.
Weak demand for performance EVs reportedly played a role in Audi’s decision.
Audi once planned to expand the RS6 lineup with two distinct flavors: a plug-in hybrid based on the new-generation A6 and a fully electric variant derived from the A6 E-tron. But according to a new report, the high-performance EV has been quietly shelved despite earlier sightings of camouflaged prototypes.
Last year, spy photographers captured aggressive-looking A6 E-tron test cars in both Sportback and Avant forms. Their larger bumper intakes and pronounced diffusers hinted strongly at an RS6 E-tron in the works. Now, it appears those hopes have faded.
EV Ambitions Cut Short
Citing Audi insiders, Top Gear reports that the RS6 E-tron project has been canned. The decision reportedly comes down to weak demand for high-performance EVs. This leaves the current S6 E-tron as the most powerful version of the lineup, delivering up to 543 hp (405 kW / 551 PS) from its dual electric motors. Built on the Premium Platform Electric (PPE) co-developed with Porsche, it uses a 100 kWh battery pack that provides between 640 and 670 km (398–416 miles) of range.
A Future With Hybrid Muscle
For enthusiasts who prefer their RS6 with more noise and raw character, there’s still good news. Audi is moving forward with the next-generation RS6 Avant, the long-standing rival to BMW’s M5 Touring. It will feature an RS-specific bodykit with massive intakes, wide fenders, and the signature dual oval tailpipes protruding from the rear bumper.
The new RS6 is expected to come with a plug-in hybrid powertrain, offering improved performance compared to its predecessor. Initial reports suggested it would use a twin-turbo V6 as a base, but there is a chance it keeps the V8, helping it stand out from the smaller RS5 Avant that’s also under development.
While a few may lament the loss of an all-electric RS6, the plug-in hybrid offers a middle ground combining supercar-level performance with everyday practicality and some zero-emission capability. In today’s market, that may prove to be the more compelling formula.
Audi’s Concept C becomes a production sports car by 2027 without the TT name.
Features may include a virtual gearbox and simulated five-cylinder engine sounds.
CEO hints at R8 revival but focus remains on launching the new electric coupe first.
When Audi discontinued the TT, demand for sports cars was very limited and, for a time, no replacement was in sight. However, a successor is finally on its way. The brand’s striking Concept C is “90 percent there” in terms of production planning, according to the four-ring brand’s CEO. Evidently, it’ll roll into showrooms in 2027, along with fake gear shifts and faux five-cylinder noises. Here’s everything we just learned from Audi’s boss.
For those who haven’t being paying attention, the Concept C that made its world premiere this week showcases Audi’s big new design direction. It’s a mix of mostly straight angular lines with a few soft curves here and there. CEO Gernot Döllner said that it’s something in between the TT and the R8, and that’s an apt description of the car from the looks of it.
Beneath the surface, it shares close ties with Porsche’s next 718 EV, a project that is still in development though running behind schedule.
What’s truly interesting, though, is what Top Gear got out of Döllner at the Munich motor show. There, he confirmed that “It’s a fully-functional concept, street legal, you’ll drive it soon.” There’s still one glaring omission, however: a name.
A Car Without a Name
According to Döllner, development moved so quickly that the team didn’t have time to settle on branding.
“It’s not a successor to the TT – it will not have the TT name. We were so fast in developing the concept, we didn’t have time to find a name, so called it Concept C,” Döllner said. “To be honest, it could start with an R or be a name. Sometimes it’s easier to develop a car than find a name for it,” he continued.
Photos Stefan Baldauf & Guido ten Brink
Virtual Gearbox Plans
That’s not the only new detail. The upcoming production car will almost certainly have a virtual gearbox. “We found that a virtual gearbox and sound really add something to driving an electric car. Even on the racetrack, I’m faster with a car with a virtual gearbox,” he told the magazine. “We’re developing it, I think we’ll have one. The company is quite open to finding innovative solutions in this area.”
Those innovations may extend to sound as well. Döllner hinted that Audi could simulate the iconic growl of its five-cylinder turbo engine, a nod to enthusiasts who still mourn its slow fade.
When asked about the lifespan of the engine that lives under the hood of the RS3, Döllner confirmed that it’ll die at some point soon as Audi will not update it for the Euro 7 emission regulations. On the flip side, he did say “maybe it will come back virtually.” We can’t think of a better car for it than whatever the Concept C turns into.
Could The R8 Return?
As for the possibility of a new R8 built on the Lamborghini’s Temerario‘s hybrid V8 twin-turbo platform, surprisingly, that door hasn’t been closed. “Of course there’s room for another car, but we need to go step by step. First of all I have to focus now on our core segments and carry this new design language to series production cars,” Döllner explained.
The all-electric TT successor will hit the market just 30 months after being signed off.
Many of the car’s parts will be shared with Porsche’s electric Boxster and Cayman.
Like the Porsche twins, the Audi’s battery packs will be positioned behind the seats.
The Audi TT is long gone, but that doesn’t mean the brand is giving up on fun, compact sports cars. In fact, it has already started testing prototypes of what’s set to be the TT’s spiritual all-electric successor, recently previewed with the striking Concept C. Not only will the new model have a lot to live up to, but it’ll also be developed in less time than any other Audi to come before it.
To keep pace with the lightning-fast timelines established by Chinese automakers, Audi plans to launch its new electric sports car just 30 months after the project was approved. That kind of turnaround is a big shift for a brand known for taking its time.
“China speed at Ingolstadt comes with that car – around 30 months development time, which is really a revolution for us, to develop a car at that speed,” Audi chief executive Gernot Dollner told Autocar.
Shared DNA with Porsche, Different Identities
The electric TT successor will share more than a few components with Porsche’s upcoming all-electric 718 Boxster and Cayman. All three will ride on a modified version of the PPE platform co-developed by Audi and Porsche. Rather the battery pack being on the floor, as is common practice in most EVs, it will be located behind the seats, ensuring similar weight distribution and handling characteristics to a mid-engined sports car.
Still, Volkswagen Group boss Oliver Blume has been clear that despite the technical overlap, each model will stand on its own. “We have very clear brand identities which are very different between Porsche and Audi,” he explained. “That’s what we are doing across the Volkswagen Group, defining the clear brand identities.”
An EV That’s Focused On Fun
According to Audi chief technical officer Geoffrey Bouqout, the automaker is eager to ensure the electric TT is as fun to drive as possible.
“It’s all about the emotions and [being] fun to drive, and at the same time reducing to what you want to focus on,” he said. “Do you want to experience something that is full of information? No. You want to enjoy the drive, and you want to have only the information that you need, whenever you need – and this is part of the things that we’re working heavily on.”
Bouqout added that Audi isn’t necessarily trying to mimic the handling characteristics of the TT or a modern mid-engined model, but rather has taken inspiration from it “and translated it into a BEV model.” Its technical boss also noted that the company “don’t want to give some gimmicks” to enhance the driving experience.
“It’s more about also the acceleration, the capabilities of driving, while also being very stable. It’s something that we can fine-tune, all the sportiness, but I would not say we copied anything.”
The Case for Electric Thrills
For skeptics who believe the absence of an engine diminishes engagement, Blume offered a direct challenge: take the car for a spin. “They have to drive it. You feel so close to the road, having the noise of the wheels, and it’s such fantastic driving. The direct steering we have, it offers such a lot of opportunities, and then there’s the agility.”
On the design side, Audi executives suggest the production car will remain remarkably faithful to the Concept C with around 90 percent of the show car’s styling expected to carry over. If the schedule holds, the new model should arrive by 2027, completing one of the fastest development cycles in Audi’s history.
Audi has introduced the new Concept C, which previews an upcoming production model.
The road-going model will be built at its Böllinger Höfe plant and is expected in 2027.
Besides previewing a production car, the concept introduces Audi’s new design language.
Audi has officially unveiled the Concept C, just ahead of its first public outing at the Munich Motor Show. It’s a stunning hardtop roadster that previews the brand’s new design philosophy as well as a production model that will likely be based on the redesigned Porsche 718 Boxster and Cayman duo.
Looking bold and minimalist, the concept embraces the spirit of the legendary Auto Union Type C racer and features the all-new “Audi brand face.” The latter is a radical departure as it features a rectangular grille with a portrait orientation.
The grille is flanked by angular accents, which channel air into vertical curtains. They’re joined by slender four-element headlights, which are slated to become a design hallmark that will “define Audi’s visual identity during both day and night.”
The eye-catching design continues further back as the concept has a rakish windscreen and streamlined bodywork. The latter features taut surfaces, sharp lines, and a pronounced shoulder that runs the entire length of the vehicle.
While the aerodynamic wheels and sporty side skirts draw attention, the retractable hardtop is the real star. It’s the first ever used on an Audi roadster and it promises to deliver the open-air benefits of a convertible as well as the styling and security of a coupe.
The roof is broken up into two different sections and a rear hatch opens to reveal a storage space. The roof then slides backwards, before the hatch closes. It operates similarly to the Porsche 911 Targa, which isn’t surprising as the two share a like-minded design.
Out back, there’s a relatively plain rear end with a wide diffuser and four-element taillights. The model also eschews a rear window for a camera.
A Minimalist Interior Free Of Distractions
The industrial design carries over to the cabin, which has all the ambience and glamour of an airport gate. Drivers sit behind a reimagined steering wheel and find themselves looking at a digital instrument cluster.
While this is fairly typical, Audi embraced a ‘shy tech’ approach to minimize distractions. As part of this effort, the model has a 10.4-inch infotainment system that folds out of the way when it’s no longer needed.
Elsewhere, we can see digital climate controls, anodized aluminum accents, and indirect ambient lighting. The automaker also eschewed leather for stylish cloth upholstery.
Production Model Inbound
While the car is technically a study, Audi confirmed it’s a “concrete preview of a production vehicle.” It will be built at their Böllinger Höfe plant and it’s expected to arrive in 2027.
Besides previewing a future production model, the concept’s exterior and interior design will influence other road-going vehicles. While those changes are likely a ways off, Audi confirmed plans to introduce an entry-level EV next year that will be built in Ingolstadt. 2026 will also see the introduction of new performance models, which will likely include the S6 and RS6 Avant.
PROS ›› Sleek design, respectable efficiency, great ride qualityCONS ›› Cheap interior plastics, haptic buttons, no one-pedal driving
The battle in the battery-electric vehicle segment has never been fiercer. A growing number of brands from China have turned the EV industry on its head, forcing legacy automakers to up their game and invest heavily in the sector.
One of Audi’s first entrants into the electric SUV space was the Q4 e-tron, first launched in early 2021 as a rival to the likes of the Tesla Model Y, Volvo XC40 Recharge, and the BMW iX1 and, in Sportback guise, the BMW iX2. Barely two years after being unveiled, in late 2023, the Q4 e-tron was updated, bringing with it new electric motors, improved range, and more equipment.
Despite being on sale in Europe and the US for quite some time, the Q4 e-tron only recently landed in Australia, providing us with our first opportunity to put it to the test. It’s sold locally in SUV and Sportback guises and in 45 e-tron and 55 e-tron quattro forms. We tested the former in its entry-level trim.
QUICK FACTS
› Model:
2025 Audi Q4 45 e-tron
› Starting Price:
AU$86,250 (~$55,800) as tested
› Dimensions:
4,588 mm (180.6 in.) Length
1,865 mm (73.4 in.) Width
1,632 mm (64.2 in.) Height
2,764 mm (108.8 in) Wheelbase
› Curb Weight:
2,240 kg (4,938 lbs)*
› Powertrain:
Rear-mounted electric motor / 77 kWh battery
› Output:
282 hp (210 kW) / 402 lb-ft (545 Nm)
› 0-62 mph
6.7 seconds* (0-100 km/h)
› Transmission:
Single-speed
› Efficiency:
17.4 kWh/100 km as tested
› On Sale:
Now
*Manufacturer
SWIPE
Photo Credits: Brad Anderson/Carscoops
What Makes Up The Q4 e-tron?
Underpinning the Q4 e-tron is VW’s familiar MEB platform and an 82 kWh gross, or 77 kWh usable, lithium-ion battery pack. As part of the 2023 update, power for the 45 e-tron was upped from 270 hp (201 kW) to 282 hp (210 kW). It also produces a solid 402 lb-ft (545 Nm) of torque through the rear wheels.
Prices kick off from AU$84,900 (~$55,000) for the base 45 e-tron and top out at AU$107,500 (~$69,600) for the 55 e-tron quattro Sportback. Our tester was optioned with the AU$1,350 (~$870) metallic paint, which brought up its price up to AU$86,250 (~$55,800).
With the exception of the massive faux Singleframe grille, which can be divisive, the Q4 e-tron is quite a good-looking SUV. Similarly, the interior has its pros and (of course) its cons.
Photos Brad Anderson/Carscoops
A Quirky Cabin
One thing I immediately appreciated about the cabin was the dashboard. Having spent plenty of time behind the wheel of new cars coming out of China, it was nice to step inside an SUV that has some personality, rather than a bland dash, a big screen, and not much more.
A 10.25-inch digital gauge cluster comes standard across the range, as does an 11.4-inch infotainment system supporting wireless Apple CarPlay and Android Auto. The screen is nice and responsive, and the menus are easy to understand, as with other Audi models. The software feels a little dated, but it’s usable, and the screen is handily tilted towards the driver.
Positioned below the screen are buttons for the climate control system. While plastic and rather cheap, they’re much nicer than HVAC controls in the infotainment screens of some competitors. Some flashy silver trim on the dash adds to the striking looks, as does the four-spoke steering wheel. However, there are some rather odd features.
Interior Oddities
The most notable feature is the floating console. Finished in piano black, it houses the electronic shifter and drive mode buttons, and while functional, it’s suspended over a weird array of storage cubbies. There’s a small shelf big enough for a pair of sunglasses, two vertical slots where you can put a phone, and then a separate wireless charging pad. But the charger is vertical, so you have to rest your phone on its side to charge it and secure it in position with a plastic clip that, unfortunately, may scratch a phone’s screen. A single, large storage area would have been a more elegant solution.
The haptic buttons on the steering wheel can also be infuriating. You can press the buttons individually, or swipe across them for various functions, but it’s easy to mess up. On several occasions, I accidentally hit the telephone icon while trying to skip tracks, making inadvertent phone calls. I’m also not a fan of the piano black around the door handles, which are prone to scratching.
Photos Brad Anderson/Carscoops
Additionally, for an AU$86,250 (~$55,800) SUV, there are a few too many cheap black plastics spread throughout.
Space at the front is good. The seats are appointed in lovely leather trim and include heating and 4-way lumbar support. Sadly, the front passenger seat is not electrically adjustable, which is a shame at this price point. Our tester also had some worrying signs of wear on the driver’s seat, despite only being driven a few thousand kilometers.
Included among the (welcome) features is an ambient lighting system and an eight-speaker audio system with a subwoofer.
The second row is just big enough for tall adults, but headroom is lacking, as is toe room. It would have also been nice if Audi added a panoramic glass roof, as you’ll find in many other electric SUVs, some of which are significantly cheaper than this. Cargo space sits at 520 liters (18 cubic feet), or 1,490 liters (52.6 cubic feet) with the rear seats folded down.
Photos Brad Anderson/Carscoops
The Drive
Jump into the Q4 e-tron and you can set off in one of two ways. The simplest one is to press the brake pedal, select Drive or Reverse, and set off, just like a Tesla. Perhaps to cater to more traditional buyers, Audi has also added a physical Start/Stop button.
At low speeds, produces a more noticeable hum for pedestrian safety than some other EVs, but it goes away once you build speed. Speaking of speed, I was pleasantly surprised by how rapid the 45 e-tron felt. It’ll run to 100 km/h (62 mph) in 6.7 seconds, which isn’t far off some proper hot hatches, and pulls strongly to highway speeds.
Much like a Hyundai or Kia EV, Audi has positioned paddle shifters on the steering wheel to adjust the level of brake regeneration on the fly. However, there’s no full one-pedal driving mode.
The ride quality is exceptional. The Q4 e-tron suits Australian roads perfectly, providing the right amount of support while ironing out any significant imperfections in the road. And yet, it still manages to retain a slightly sporty edge, so it is quite enjoyable to drive.
A handful of different drive modes are available, including a configurable Individual mode where you can adjust the powertrain and steering. You can also up the brake regen by driving in ‘B’ rather than Drive, which is what I did most of the time during my week with the SUV.
The Q4 e-tron is reasonably efficient. I averaged 17.4 kWh/100 km while I had it, matching the Polestar 4 and Leapmotor C10 I recently tested. This brings the real-world range closer to 450 km (280 miles). The Audi supports both 11 kW AC charging and 175 kW DC fast charging, meaning the battery can be charged from 10-80 percent in 28 minutes. That’s not class-leading, but it should be adequate for most buyers.
All Q4 e-tron models sold in Australia include adaptive cruise control with active lane-centering. Like most other EVs on the market, the Q4 45 e-tron excels on the daily commute. It’s whisper quiet, the steering is light yet direct, and it’s well insulated from outside intrusions.
Photos Brad Anderson/Carscoops
Verdict
The entry-level Q4 e-tron is a solid option for those in the market for an all-electric SUV of this size. But it comes with a premium price tag and doesn’t feel up to scratch in some areas, mainly due to some shortcomings with the interior and the fit and finish.
While not a traditionally shaped SUV, the Polestar 4 we recently drove feels a fair bit more premium, and yet is slightly cheaper. Then there’s the matter of the army of EVs emerging from China that are becoming increasingly compelling for new car buyers across Australia.
The base version features a 76 kWh battery and rear motor producing 295 hp (220 kW).
AUDI’s most range-focused model has a 100 kWh pack and 480 miles (773 km) of range.
Sitting at the top of the range is the Flagship Quattro dual-motor version with 776 hp.
A few months after Audi unveiled the all-electric E5 Sportback in China under its new all-caps AUDI brand, pricing for the model has now been confirmed. As is often the case with new EVs in China, the E5 arrives at surprisingly low prices, even by the country’s competitive market standards.
The pitch is simple: blend German engineering and build quality with the advanced tech features that Chinese automakers have made their trademark.
Four different versions of the E5 will be offered: the Pioneer, Pioneer Plus, Pioneer Quattro, and Flagship Quattro. Prices for the base Pioneer started at 235,900 yuan or $32,800. This version comes with a rear-mounted electric motor delivering 295 hp (220 kW) and is equipped with a 76 kWh battery pack. It has a claimed range of 384 miles (618 km) on the CLTC cycle.
Sitting above this model is the Pioneer Plus. It retains the rear-wheel drive layout, but power has been increased to 402 hp (300 kW). It also comes standard with a larger 100 kWh battery pack, bumping up the price to 269,900 yuan ($37,500), and growing the range to 480 miles (773 km).
Starting at the same price is the Pioneer Quattro. It has a smaller 83 kWh pack, but dual motors, delivering a combined 518 hp (386 kW) and covering 387 miles (623 km) on a charge.
The Flagship Quattro model is priced from 319,900 yuan ($44,500), which is still very reasonable. It has a 100 kWh battery, 402 miles (647 km) of range, and pumps out an impressive 776 hp (579 kw). That’s good enough to send it to 100 km/h (62 mph) in just 3.4 seconds.
All AUDI E5 Sportback models come standard with a LiDAR, three millimeter-wave radars, 11 cameras, and 12 ultrasonic radars for an advanced driver-assistance system.
Dominating the interior of the new EV is a huge 59-inch screen that stretches the entire width of the dashboard and includes displays for the digital wing mirrors. For an Audi, the cabin is quite minimalist, bathed in soft-touch leather and Alcantara, and complete with two wireless phone charges.
Deliveries of the E5 Sportback are scheduled to begin next month. For now, the model remains exclusive to China, though its combination of price, power, and technology could make it an appealing export candidate if demand proves strong.
Audi’s Q4 e-tron electric SUV is getting a mid-life makeover.
We’ve already spied the Sportback, this is the regular version.
New lights, bumpers and uprated ADAS feature on both models.
Sales of Audi EVs jumped by 32 percent in the first six months of 2025, even as the brand’s overall sales slid 5.9 percent, and leading the charge was the Q4 e-tron. Now the compact electric SUV is about to get a facelift that could help it grab a few more sales, including from market leader Tesla, whose global sales fell 14 percent in Q2.
Our spy photo crew already snapped the updated slope-tail Sportback version of the updated Q4 back in April, but this time they’ve captured the more practical standard version. The pair is identical from the B-pillars forward, but the regular e-tron spied here has a flatter roof and more upright rear window to improve rear passenger and luggage space at the expense of some visual drama.
Both are in line to deliver the same low-key visual improvements whose main elements are teaks to the lights, bumpers and grille. Audi has stopped short of giving the Q4 duo the split headlight arrangement used on their Q6 e-tron big brother, but it has transplanted the multi-segment DRL technology used on that car, the new A5 sedan and the A6 e-tron.
A new lower grille with a hexagonal mesh pattern replaces the grille made up of horizontal bars on today’s Q4, but the hood’s lack of disguise reveals there are no expensive changes to the sheetmetal. The Q4 also doesn’t get the A6’s flush door handles (the Q6 doesn’t have them either, though it’s Porsche Macan Electric cousin does).
One update we noticed on the Sportback prototype which is duplicated here is a bigger ADAS sensor at the top of the windshield. Unlike some other electric SUVs like the Ford Mustang Mach-E, the Q4 doesn’t currently offer a hands-off cruise control feature, though there’s no guarantee it’ll get it with the facelift.
What is guaranteed when the revised EV debuts later this year is an update to the infotainment system, which already features the ChatGPT-powered AI assistant that’s also been rolled out to other VW Group EVs like the Volkswagen Golf and ID.7. We’re also expecting some improvements to the electric driving range. The single-motor Q4 was boosted to 282 hp (286 PS/210 kW) in late 2023 and the dual-motor models have been able to charge at 175 kW since the same update.
But the most recent Q4 news focused on the addition of an entry-level Q4 35 e-tron (not available in the US) whose small 55 kWh battery can send you 221 miles (355 km) between charges, and a 40 e-tron with a 63 kWh battery that’s good for 263 miles (424 km).
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