Audi SQ6 review finds new benchmark for the brand
The experience was underwhelming. Cool tech, but below par range and a hefty price tag, yet the early effort has paved the way for rapid improvement. You'd expect nothing else from the prestige German marque that sits under the Volkswagen group umbrella.
Audi's e-Tron garage is surging past 10, with the latest additions a Q6 pair. The standard Q6 and sportier SQ6 arrived earlier this year with prices starting from about $126,000 on the road for the single motor variant.
The Q6 comes with big expectations as the full electric version of the outstanding Q5 SUV.
Riding on a platform co-developed with Porsche, which is also used by the Macan, foundations don't come much better.
Our family sampled the SQ6 derivative, which requires an investment of at least $163,000 once on-roads are settled.
What do you get?
With a trio of screens which stretch across the dash, the SQ6 immediately feels like a technological tour de force.
The driver has a configurable 11.9-inch display, in the centre of the dash sits a curved 14.5-inch touchscreen, while there is also another 10.9-inch display for the passenger. The latter enables those riding shotgun to control the infotainment, find destinations via the satnav, watch YouTube or search on the web (the driver can't see it when in motion courtesy of a 'curtain' function).
Another inclusion is augmented reality head-up display for the driver, which showcases the changing speed limits that come at you like small frisbees, the digital speed readout gets larger the quicker you accelerate and also overlays maps to avoid the driver looking down.
Games are also available, handy for those bored while charging … not that you'd be hanging around too long, it can shift from 10 to 80 per cent full in about 20 minutes using a high power (DC) charging station. You can add about an hour to that to get the same result at more common rechargers. A wallbox at home would take more than 15 hours.
A one-year subscription to Charge-Fox networks is complimentary.
Other nice standard kit includes a panoramic glass sunroof, massage function for front seats, leather trim, wireless phone charger, heated front and outer rear seats, 21-inch alloys, tri-zone aircon and a 16-speaker Bang and Olufsen stereo.
Our test car had the back exterior package that added $2100 and front head restraint loudspeakers for $950.
Audi's standard five-year warranty applies, but battery coverage is eight years. A servicing pack is available for $2080 for six years, with long servicing intervals of two years or 30,000km.
How was the drive?
Beautifully composed and quiet, the SQ6 represents the new electric benchmark for Audi.
Despite being the performance-orientated derivative, it boasts outstanding serenity and smoothness across varying surfaces.
While serene in most circumstances, when dynamic mode is selected and launch control is engaged, the 2425kg SUV can rip from standstill to 100km/h in a rapid 4.3 seconds.
Most buyers would rarely flex that muscle, yet it's wonderfully punchy when the driver exercises their right ankle.
Adaptive air suspension delivers the impressive ride performance, automatically adjusting the SQ6's height and damping characteristics based on driving conditions.
When pushing hard the weight and top-heavy nature of the SUV can be exposed. Most drivers wouldn't get close to the SQ6 limits and, for the most, the steering is linear and accurate, with composure personified during rural drives, in traffic or on the highway.
The big battery provides range of more than 560km, and our consumption was 21.6kWh/100km.
Would you buy one?
Kel: Beautifully put together, while the SQ6 is slightly larger than my daily needs dictate, it was easy to drive and operate, despite having so much tech at your fingertips along with the amazing ride. I'd be sceptical whether you would use a lot of the various tech inclusions after the initial novelty wore off. Collectively it was almost too clinical for me, with a hefty outlay for a lot of functionality I'd forget about over time.
Grant: Audi has really upped its game with the Q6 and SQ6. With the SQ6, the asking price is similar to a Porsche Macan Electric 4S, and also pits it against the BMW iX xDrive45, Lexus RZ 450e, Mercedes-Benz EQC and Polestar 3. Outstanding technology dictates the price, which makes it a fine choice for those who embrace the latest and greatest.
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The Advertiser
26 minutes ago
- The Advertiser
How much Volkswagen is in Lamborghini's newest supercar?
The 2026 Lamborghini Temerario supercar still benefits from broader Volkswagen Group expertise – despite there no longer being an Audi equivalent – according to the raging bull brand's chief technical officer, Dr Rouven Mohr. Due in Australian showrooms in the first half of 2026, the Temerario will be priced from $613,885 before on-road costs, sitting below the flagship V12 Revuelto, launched this year from $987,908 before on-roads. The Temerario uses a twin-turbocharged 4.0-litre V8 petrol spinning to 10,000rpm and three electric motors as part of a hybrid setup, enabling a rapid 2.7-second 0-100km/h sprint and 343km/h top speed. The new supercar replaced the Huracan as the entry-level Lamborghini, which was powered by a 5.2-litre naturally aspirated V10 petrol engine also used in two generations of Audi R8 supercar. CarExpert can save you thousands on a new car. Click here to get a great deal. The Huracan – like the Gallardo before it – was twinned to create the Audi R8 supercar for the fellow Volkswagen Group brand, giving both brands credible road-going models and sports car (GT3) racing competitors. Production of the R8 commenced in 2006 and ended in 2024. Yet the Temerario is the first entry-level Lamborghini for three generations not to share its underpinnings with Audi – making it the first since the 1988 Jalpa – with the German brand quitting sports car racing to join the Formula One grid in 2026. This doesn't mean the Italian brand was left to develop the Temerario alone given there's no Audi-equivalent this time around – but nor is it a Volkswagen parts bin special, either. "This [being part of the Volkswagen Group] is an absolute strength," Dr Mohr, Lamborghini's chief technical officer, told CarExpert. "For sure, we are discussing synergy [with other VW Group models], this is clear … [but] for me, I'm fully convinced the Volkswagen company is the only group that lets the brands lead their own events." The Lamborghini tech boss explained developing parts which have limited impact on the customer's experience is not an intelligent business approach. "It simply doesn't make sense, to be honest – what is the differentiation factor, addition value for the for the customer, for [separate development of] the climate control?" he said."But if you look at the at the product defining components – and I can give you also really specific examples on the car – we have the full freedom for sure." The Temerario is loaded with 'product defining components', as Dr Mohr puts it. "The electric front axle was a standalone development … the battery is a standalone development – we are using only in the [VW] Group cell, because we are not developing cells, chemical cells, but the battery assembly and so on [is Lamborghini]." "Cooling concept is Lambo. Gearbox is only Lambo. Engine – people think it's based on the [Lamborghini] Revuleto [V12] engine – it has nothing to do with the Revuleto," Dr Mohr explains. "Because if you want to rev 10,000rpm, to be honest, you cannot start with the standard V8. You can reach a 10,000 because you start everything based on the mechanical configuration of the engine with this [10,000rpm] point [in mind], so this is completely standalone." The V8 includes a 'hot vee', the term used to describe turbochargers mounted within the 90-degree cylinder banks, which again aren't taken from another Lamborghini or Volkswagen Group powertrain. "[The Revuleto's] turbochargers are not used [the Temerario's are smaller for better response], but there is a pump for the cooling circuit – something like that is carryover – but the rest is standalone," the tech boss explained. "This [synergy], I have to say, is one of the strengths. As an organisation, we became focussed on the differentiation … we could balance what is important for the brand and what is make or break to make a difference" MORE: Explore the Lamborghini Temerario showroomMORE: Lamborghini Temerario: A deep dive with Lambo's chief technical officer Content originally sourced from: The 2026 Lamborghini Temerario supercar still benefits from broader Volkswagen Group expertise – despite there no longer being an Audi equivalent – according to the raging bull brand's chief technical officer, Dr Rouven Mohr. Due in Australian showrooms in the first half of 2026, the Temerario will be priced from $613,885 before on-road costs, sitting below the flagship V12 Revuelto, launched this year from $987,908 before on-roads. The Temerario uses a twin-turbocharged 4.0-litre V8 petrol spinning to 10,000rpm and three electric motors as part of a hybrid setup, enabling a rapid 2.7-second 0-100km/h sprint and 343km/h top speed. The new supercar replaced the Huracan as the entry-level Lamborghini, which was powered by a 5.2-litre naturally aspirated V10 petrol engine also used in two generations of Audi R8 supercar. CarExpert can save you thousands on a new car. Click here to get a great deal. The Huracan – like the Gallardo before it – was twinned to create the Audi R8 supercar for the fellow Volkswagen Group brand, giving both brands credible road-going models and sports car (GT3) racing competitors. Production of the R8 commenced in 2006 and ended in 2024. Yet the Temerario is the first entry-level Lamborghini for three generations not to share its underpinnings with Audi – making it the first since the 1988 Jalpa – with the German brand quitting sports car racing to join the Formula One grid in 2026. This doesn't mean the Italian brand was left to develop the Temerario alone given there's no Audi-equivalent this time around – but nor is it a Volkswagen parts bin special, either. "This [being part of the Volkswagen Group] is an absolute strength," Dr Mohr, Lamborghini's chief technical officer, told CarExpert. "For sure, we are discussing synergy [with other VW Group models], this is clear … [but] for me, I'm fully convinced the Volkswagen company is the only group that lets the brands lead their own events." The Lamborghini tech boss explained developing parts which have limited impact on the customer's experience is not an intelligent business approach. "It simply doesn't make sense, to be honest – what is the differentiation factor, addition value for the for the customer, for [separate development of] the climate control?" he said."But if you look at the at the product defining components – and I can give you also really specific examples on the car – we have the full freedom for sure." The Temerario is loaded with 'product defining components', as Dr Mohr puts it. "The electric front axle was a standalone development … the battery is a standalone development – we are using only in the [VW] Group cell, because we are not developing cells, chemical cells, but the battery assembly and so on [is Lamborghini]." "Cooling concept is Lambo. Gearbox is only Lambo. Engine – people think it's based on the [Lamborghini] Revuleto [V12] engine – it has nothing to do with the Revuleto," Dr Mohr explains. "Because if you want to rev 10,000rpm, to be honest, you cannot start with the standard V8. You can reach a 10,000 because you start everything based on the mechanical configuration of the engine with this [10,000rpm] point [in mind], so this is completely standalone." The V8 includes a 'hot vee', the term used to describe turbochargers mounted within the 90-degree cylinder banks, which again aren't taken from another Lamborghini or Volkswagen Group powertrain. "[The Revuleto's] turbochargers are not used [the Temerario's are smaller for better response], but there is a pump for the cooling circuit – something like that is carryover – but the rest is standalone," the tech boss explained. "This [synergy], I have to say, is one of the strengths. As an organisation, we became focussed on the differentiation … we could balance what is important for the brand and what is make or break to make a difference" MORE: Explore the Lamborghini Temerario showroomMORE: Lamborghini Temerario: A deep dive with Lambo's chief technical officer Content originally sourced from: The 2026 Lamborghini Temerario supercar still benefits from broader Volkswagen Group expertise – despite there no longer being an Audi equivalent – according to the raging bull brand's chief technical officer, Dr Rouven Mohr. Due in Australian showrooms in the first half of 2026, the Temerario will be priced from $613,885 before on-road costs, sitting below the flagship V12 Revuelto, launched this year from $987,908 before on-roads. The Temerario uses a twin-turbocharged 4.0-litre V8 petrol spinning to 10,000rpm and three electric motors as part of a hybrid setup, enabling a rapid 2.7-second 0-100km/h sprint and 343km/h top speed. The new supercar replaced the Huracan as the entry-level Lamborghini, which was powered by a 5.2-litre naturally aspirated V10 petrol engine also used in two generations of Audi R8 supercar. CarExpert can save you thousands on a new car. Click here to get a great deal. The Huracan – like the Gallardo before it – was twinned to create the Audi R8 supercar for the fellow Volkswagen Group brand, giving both brands credible road-going models and sports car (GT3) racing competitors. Production of the R8 commenced in 2006 and ended in 2024. Yet the Temerario is the first entry-level Lamborghini for three generations not to share its underpinnings with Audi – making it the first since the 1988 Jalpa – with the German brand quitting sports car racing to join the Formula One grid in 2026. This doesn't mean the Italian brand was left to develop the Temerario alone given there's no Audi-equivalent this time around – but nor is it a Volkswagen parts bin special, either. "This [being part of the Volkswagen Group] is an absolute strength," Dr Mohr, Lamborghini's chief technical officer, told CarExpert. "For sure, we are discussing synergy [with other VW Group models], this is clear … [but] for me, I'm fully convinced the Volkswagen company is the only group that lets the brands lead their own events." The Lamborghini tech boss explained developing parts which have limited impact on the customer's experience is not an intelligent business approach. "It simply doesn't make sense, to be honest – what is the differentiation factor, addition value for the for the customer, for [separate development of] the climate control?" he said."But if you look at the at the product defining components – and I can give you also really specific examples on the car – we have the full freedom for sure." The Temerario is loaded with 'product defining components', as Dr Mohr puts it. "The electric front axle was a standalone development … the battery is a standalone development – we are using only in the [VW] Group cell, because we are not developing cells, chemical cells, but the battery assembly and so on [is Lamborghini]." "Cooling concept is Lambo. Gearbox is only Lambo. Engine – people think it's based on the [Lamborghini] Revuleto [V12] engine – it has nothing to do with the Revuleto," Dr Mohr explains. "Because if you want to rev 10,000rpm, to be honest, you cannot start with the standard V8. You can reach a 10,000 because you start everything based on the mechanical configuration of the engine with this [10,000rpm] point [in mind], so this is completely standalone." The V8 includes a 'hot vee', the term used to describe turbochargers mounted within the 90-degree cylinder banks, which again aren't taken from another Lamborghini or Volkswagen Group powertrain. "[The Revuleto's] turbochargers are not used [the Temerario's are smaller for better response], but there is a pump for the cooling circuit – something like that is carryover – but the rest is standalone," the tech boss explained. "This [synergy], I have to say, is one of the strengths. As an organisation, we became focussed on the differentiation … we could balance what is important for the brand and what is make or break to make a difference" MORE: Explore the Lamborghini Temerario showroomMORE: Lamborghini Temerario: A deep dive with Lambo's chief technical officer Content originally sourced from: The 2026 Lamborghini Temerario supercar still benefits from broader Volkswagen Group expertise – despite there no longer being an Audi equivalent – according to the raging bull brand's chief technical officer, Dr Rouven Mohr. Due in Australian showrooms in the first half of 2026, the Temerario will be priced from $613,885 before on-road costs, sitting below the flagship V12 Revuelto, launched this year from $987,908 before on-roads. The Temerario uses a twin-turbocharged 4.0-litre V8 petrol spinning to 10,000rpm and three electric motors as part of a hybrid setup, enabling a rapid 2.7-second 0-100km/h sprint and 343km/h top speed. The new supercar replaced the Huracan as the entry-level Lamborghini, which was powered by a 5.2-litre naturally aspirated V10 petrol engine also used in two generations of Audi R8 supercar. CarExpert can save you thousands on a new car. Click here to get a great deal. The Huracan – like the Gallardo before it – was twinned to create the Audi R8 supercar for the fellow Volkswagen Group brand, giving both brands credible road-going models and sports car (GT3) racing competitors. Production of the R8 commenced in 2006 and ended in 2024. Yet the Temerario is the first entry-level Lamborghini for three generations not to share its underpinnings with Audi – making it the first since the 1988 Jalpa – with the German brand quitting sports car racing to join the Formula One grid in 2026. This doesn't mean the Italian brand was left to develop the Temerario alone given there's no Audi-equivalent this time around – but nor is it a Volkswagen parts bin special, either. "This [being part of the Volkswagen Group] is an absolute strength," Dr Mohr, Lamborghini's chief technical officer, told CarExpert. "For sure, we are discussing synergy [with other VW Group models], this is clear … [but] for me, I'm fully convinced the Volkswagen company is the only group that lets the brands lead their own events." The Lamborghini tech boss explained developing parts which have limited impact on the customer's experience is not an intelligent business approach. "It simply doesn't make sense, to be honest – what is the differentiation factor, addition value for the for the customer, for [separate development of] the climate control?" he said."But if you look at the at the product defining components – and I can give you also really specific examples on the car – we have the full freedom for sure." The Temerario is loaded with 'product defining components', as Dr Mohr puts it. "The electric front axle was a standalone development … the battery is a standalone development – we are using only in the [VW] Group cell, because we are not developing cells, chemical cells, but the battery assembly and so on [is Lamborghini]." "Cooling concept is Lambo. Gearbox is only Lambo. Engine – people think it's based on the [Lamborghini] Revuleto [V12] engine – it has nothing to do with the Revuleto," Dr Mohr explains. "Because if you want to rev 10,000rpm, to be honest, you cannot start with the standard V8. You can reach a 10,000 because you start everything based on the mechanical configuration of the engine with this [10,000rpm] point [in mind], so this is completely standalone." The V8 includes a 'hot vee', the term used to describe turbochargers mounted within the 90-degree cylinder banks, which again aren't taken from another Lamborghini or Volkswagen Group powertrain. "[The Revuleto's] turbochargers are not used [the Temerario's are smaller for better response], but there is a pump for the cooling circuit – something like that is carryover – but the rest is standalone," the tech boss explained. "This [synergy], I have to say, is one of the strengths. As an organisation, we became focussed on the differentiation … we could balance what is important for the brand and what is make or break to make a difference" MORE: Explore the Lamborghini Temerario showroomMORE: Lamborghini Temerario: A deep dive with Lambo's chief technical officer Content originally sourced from:
News.com.au
3 hours ago
- News.com.au
McLaren forced to sacrifice one driver as Oscar Piastri-Lando Norris strategy dilemma looms
McLaren faces a difficult choice of sacrificing one driver for the betterment of the team during Sunday night's Hungarian Grand Prix and it could cost Oscar Piastri dearly in his bid for a first world title. After Charles Leclerc stunned the F1 grid by claiming pole at the Hungarian GP on Saturday, world championship leader Piastri and his teammate Lando Norris had to settle for second and third, respectively. Fox Sports, available on Kayo Sports, is the only place to watch every practice, qualifying session and race in the 2025 FIA Formula One World Championship™ LIVE in 4K. New to Kayo? Join now and get your first month for just $1. With Leclerc's teammate Lewis Hamilton down in 12th, McLaren's two-against-one situation at the front of the grid gives them a theoretical advantage over Ferrari. But with the constructors' championship firmly in McLaren's grasp, it is the drivers' championship that poses the biggest headache for the team. Norris is 16 points behind Piastri in the championship standings after 13 of this year's 24 races. But this weekend's strategy could change the complexion of the championship. Given the difficulty of overtaking at the Hungaroring, the most effective way to make ground at the circuit is via an undercut – a pit stop strategy where a driver pits earlier than their rival to gain track position. That was on show last year when Norris controversially undercut leader Piastri. McLaren reversed their usual protocol of allowing the driver ahead on track to pit first to nullify the threat of Norris being undercut from those behind him, but that swapped the order of their drivers. After refusing on multiple occasions to allow Piastri to pass and return to the lead, Norris finally accepted the orders in the closing stages. But this time around, McLaren is widely expected to pit one of their cars early, which Sky Sports F1's Jamie Chadwick says will ultimately sacrifice one of them, which could ultimately turn the entire drivers' championship on its head. 'McLaren kind of needs to sacrifice one, almost, to help the other one if they really want to give themselves the best chance (of winning),' he said on the broadcast on Friday. If one driver pits early, they will be the one on the worn tyres towards the end of the race, but will likely have a positional advantage on a track where overtaking is tricky. And it appears most likely that Piastri would be the one to take the bullet, remaining out on the track, pushing Leclerc while Norris undercuts both the Aussie and the Ferrari driver. A perfect example of this strategy was at the 2019 Singapore Grand Prix, when Sebastian Vettel pitted from third place before Charles Leclerc and Lewis Hamilton, who were ahead of him. With fresh tyres, Vettel produced a quick outlap compared to the slower inlap for those ahead of him, and by the time Leclerc exited the pits Vettel was able to jump into the race lead. That one move would ultimately result in him going on to register his 53rd and final F1 win. But regardless of strategy, Piastri believes both he and Norris will be given a chance by McLaren to win at the Hungaroring. 'I think we're both going to try and win the race. I think that's our goal,' he told Sky Sports F1. 'We'll have to wait and see what the weather does. It's a place where strategy is a factor as well. 'There are a lot of things where you can win or lose, but I'm sure we'll both be trying to win the race in our own right. 'Potentially [we need to be on different strategies], it depends on what our pace is like and where we end up after lap one. 'If you pit earlier, you can get the undercut but pay for that later in the stint. If you go later, then you've got to try to overtake on track, so there are pros and cons to both.'
7NEWS
6 hours ago
- 7NEWS
How much Volkswagen is in Lamborghini's newest supercar?
The 2026 Lamborghini Temerario supercar still benefits from broader Volkswagen Group expertise – despite there no longer being an Audi equivalent – according to the raging bull brand's chief technical officer, Dr Rouven Mohr. Due in Australian showrooms in the first half of 2026, the Temerario will be priced from $613,885 before on-road costs, sitting below the flagship V12 Revuelto, launched this year from $987,908 before on-roads. The Temerario uses a twin-turbocharged 4.0-litre V8 petrol spinning to 10,000rpm and three electric motors as part of a hybrid setup, enabling a rapid 2.7-second 0-100km/h sprint and 343km/h top speed. The new supercar replaced the Huracan as the entry-level Lamborghini, which was powered by a 5.2-litre naturally aspirated V10 petrol engine also used in two generations of Audi R8 supercar. CarExpert can save you thousands on a new car. Click here to get a great deal. The Huracan – like the Gallardo before it – was twinned to create the Audi R8 supercar for the fellow Volkswagen Group brand, giving both brands credible road-going models and sports car (GT3) racing competitors. Production of the R8 commenced in 2006 and ended in 2024. Yet the Temerario is the first entry-level Lamborghini for three generations not to share its underpinnings with Audi – making it the first since the 1988 Jalpa – with the German brand quitting sports car racing to join the Formula One grid in 2026. This doesn't mean the Italian brand was left to develop the Temerario alone given there's no Audi-equivalent this time around – but nor is it a Volkswagen parts bin special, either. 'This [being part of the Volkswagen Group] is an absolute strength,' Dr Mohr, Lamborghini's chief technical officer, told CarExpert. 'For sure, we are discussing synergy [with other VW Group models], this is clear … [but] for me, I'm fully convinced the Volkswagen company is the only group that lets the brands lead their own events.' The Lamborghini tech boss explained developing parts which have limited impact on the customer's experience is not an intelligent business approach. 'It simply doesn't make sense, to be honest – what is the differentiation factor, addition value for the for the customer, for [separate development of] the climate control?' he said.'But if you look at the at the product defining components – and I can give you also really specific examples on the car – we have the full freedom for sure.' The Temerario is loaded with 'product defining components', as Dr Mohr puts it. 'The electric front axle was a standalone development … the battery is a standalone development – we are using only in the [VW] Group cell, because we are not developing cells, chemical cells, but the battery assembly and so on [is Lamborghini].' 'Cooling concept is Lambo. Gearbox is only Lambo. Engine – people think it's based on the [Lamborghini] Revuleto [V12] engine – it has nothing to do with the Revuleto,' Dr Mohr explains. 'Because if you want to rev 10,000rpm, to be honest, you cannot start with the standard V8. You can reach a 10,000 because you start everything based on the mechanical configuration of the engine with this [10,000rpm] point [in mind], so this is completely standalone.' The V8 includes a 'hot vee', the term used to describe turbochargers mounted within the 90-degree cylinder banks, which again aren't taken from another Lamborghini or Volkswagen Group powertrain. '[The Revuleto's] turbochargers are not used [the Temerario's are smaller for better response], but there is a pump for the cooling circuit – something like that is carryover – but the rest is standalone,' the tech boss explained. 'This [synergy], I have to say, is one of the strengths. As an organisation, we became focussed on the differentiation … we could balance what is important for the brand and what is make or break to make a difference'
