It’s been a tough road for electrics, not least expensive ones. But this model reminds that, as much as it has been battered, Ingolstadt is hardly beaten.

Price: $169,990 ($180,990 as tested).

Powertrain: Dual electric motors, 360kW/720Nm, single-speed automatic transmission, all-wheel-drive.

Dimensions: Length, 4771mm; width, 1939mm; height, 1675mm.

We like: New platform, new powertrain; rides well; coherent design.

Not so much: Probably no need for separate charging ports; all this and sunroof is still an extra cost.

WHEN Europe’s premium brands began getting really serious about going electric, argument supporting the logic seemed so solid.

New fuel, new technology, new opportunity. Yes, transition required a certain steely resolve, and acceptance of some challenges in the roadscape, not least with some cars having tech that was ahead of the recharging infrastructure, but even so. Five years ago, it was hard to find significant fault about this not being a failsafe for a new future.

But as we all know, EV sales haven’t become the all-conquering dominant force so many were expecting. All sorts of reasons, some global, others specific to our market condition, eroded hope of the ICE to EV transition being an easy switch. If pitfalls were potholes, this was an unimaginably rough road.

But electric car development goes on, including for Audi, whose e-tron programme, though as battered as any, has entered a significant new phase.

The SQ6 on test here and the A6 e-tron Avant that’s just coming into showrooms now are underpinning co-shares don’t quite render the Q7 and RS GT electrics of 2020 into obsolescence. Those ‘originals' are still impressive cars in their own right.

But from a week with an SQ6, I have no hesitation in suggesting what’s coming out now is a sizeable technology leap nonetheless.

Audi is really putting emphasis on technology to try and differentiate its electrics; and within that category, a big pull is this car ushering advanced 800 volt architecture.

But in truth a more rounded ability, spanning from having better range to improved towing - it can haul more than two tonnes - and a more pleasing driving feel also figure into its appeal.

What’s also straight away interesting is where it places. Within the Audi thought stream, this is a mid-sized product, equidistant between the Q4 and the Q8.

Yet because it is more removed in size from the first - being 19 centimetres longer - and very close to the second, including having identical width, visually it seems much less a halfway point than an alternate to the larger car.

Also undoubtedly influencing is that the Q6 has a long wheelbase (the space between the front and rear wheels) measuring 2.89 metres, which is good news for front and rear passenger space. There’s loads of room.

That’s a sweet side effect of going to new bones. Whereas the Q7 e-tron built up off MLP Evo, shared with internal combustion cars, and RS GT is on the J1 structure co-developed with Porsche (for its Taycan), the Q6 is on an even more advanced Premium Performance Electric (PPE) underpinning, also co-developed with Porsche (for Macan).

Twinned with a new electronic architecture, PPE is designed to be highly scalable for medium-sized to large vehicles, with both rear-drive single-motor and four-wheel-drive dual-motor powertrains.

With Q6, the main power unit is a permanent magnet synchronous motor on the rear axle. To optimise efficiency, an asynchronous motor is used on the front axle.

Audi claims the new motors offer 62 percent more power density and 33 percent greater performance than the first-generation units on the Q8 e-tron, while also reducing overall vehicle energy consumption by 30 percent.

The motors also feature a new direct cooling system, and feature a motorsport-style dry sump design, which reduces the amount of fluids needed for lubrication. Both those moves are designed to increase efficiency further.

Feed is from a lithium ion battery that features a new design comprising 12 modules – a third as many as in the Q8 e-tron's pack – and 180 prismatic cells, which are now larger and feature less cobalt.

The battery also features a new thermal management system to better control the temperature and therefore improve efficiency.

A software-based thermal management system uses predictive data to calculate the need for heating or cooling in advance. There is also a built-in heat pump as standard.

The new design means the battery is claimed to offer five percent higher energy content with 30 percent greater energy density, while also being 15 percent lighter than the previous generation.

Of course, one clear learning from the past few years is that large capacity batteries only prove to be bigger and better when the infrastructure supporting them is up to snuff.

Thanks to some truly brave entrepreneurial spirit, NZ has done very well to establish a national network, but those 50kWh chargers were never going to be enough for cars designed for much higher uptake. I suspect that was a major issue for those early e-tron adventurers. My own experiences of being tethered for hours to achieve replenishment was no fun.

The national provision is healthier now, but my own home being just 20 minutes from a 300kWh hypercharger was a great reassurance.

Sure, to meet Audi’s cited expectation of gaining 200kms’ range in 10 minutes would require one of those to be working to optimal 270kWh output. A tall order in my neck of the woods. But still, even at the more likely peak rate of 150-170kWh, I wouldn’t be lingering too long.

One point of difference with Q6 is that it has DC and AC ports, mirror-located on the rear flanks. The DC type being on the left side makes it a bit awkward when hooking to some chargers that favour the opposite. The AC charging is to 11kW, so more a last resort for on the go, but a good back up if needs absolutely must or for overnight drip-feeding.

Charging downtime is good opportunity to enjoy the car’s cabin. Audi interiors at this price point tend to to be rather nice, but the Q6 focuses on providing the premium trappings buyers expect to see is particularly good.

It’s not just a case of laying back and enjoying that lovely aroma from having a leathered-everything cabin. If anything, you’re be all eyes-forward, working out the OLED screens spanning the entire dash.

This time they’ve sensibly dropped those daft digital door mirrors with screens in the door cards, displaying the view the cameras see. Yet, even so, the digital integration overall is expanded; the dashboard landscape being so filled they’ve been forced to re-site controls you’d expect to find there onto a large touch pad onto the driver’s door.

You might wish for a few more physical controls, but you cannot complain about achieving a less than full digital experience out of what Audi calls its ‘virtual cockpit’.

Overall the new dual-screen curved display encompassing instrument and infotainment screens - and the head-up display - provides the driver with an impressive view and slick operability. The graphics are impressively crisp and also wowing is how the ambient lighting makes the whole unit appear to float at night.

Audi’s augmented reality head-up display is now in its second generation. In addition to projecting the usual driving-related information, it also dynamically animates direction changes from the navigation system to appear as arrows floating in the road as you approach a turn up to 200 metres away, growing as you approach. It might sound gimmicky, but I found it truly useful.

Not dabbled with was the voice assistant summoned by saying “Hey Audi”. More than 800 commands are recognised, including adjusting climate settings or calling someone (all the usual smartphone mirroring tech is present). The car can be sorted with a dedicated app to enable remote access for locking and unlocking, vehicle preconditioning and charging monitoring.

SQ6 also provisions a touchscreen for the front passenger, providing them with direct access to the infotainment system, navigation and video streaming services. When the car is moving, a clever privacy layer prevents the driver from seeing what is happening on screen. A bit OTT? Yes, it feels a bit unnecessary a lot of the time, but it has a simplified version of the central touchscreen’s operating system that’s easier and intuitive to use than the primary display.

In driving? It’s very pleasant in respect to refinement; you really don’t hear much road or wind noise at all, which is probably to be expected given the Audi’s fastidious approach to aerodynamics.

For me, an important improvement has come to the on road aptitude; something very much appreciated given the power contained in this package.

The Q6 Quattro line sensibly starts with an S-line that has a potent enough dual-motor set-up to give a 0-100kmh time of 5.9 seconds and an official range of 624km. It’s a strong start, perhaps the smarter choice.

Alternately, there’s an entry rear-drive Q6, for $134,990, but will it even be noticed? All-wheel-drive is so intrinsic to Audi it almost seems weird for one to be offered without it.

Anyway, if it comes down to choosing between the Quattro models then you know Kiwis … we love a sporty car. Audi buying patterns always favour S and RS, so the SQ6 is in the box seat.

For a premium elevated by $11000 with this car - options of a tow hook, panoramic sunroof, red brake calibers and a black exterior package adding in - you suffer little.

Yes, the range reduces, but by a piffling 26 kilometres according to Audi’s WLTP test (For the record, I clocked close to 500kms and still had a fat reserve). On the other hand, there’s more power. The 75kW lift above the S-Line (the entry Q6 is 135kW behind) that’s at constant readiness is abetted by another 20kW kept in reserve for launch control deployment.

This all adds up to the SQ6 requiring 4.3s to complete the 0-100kmh sprint. It also has a top speed of 228kmh. If Audi concocts an RS version, it’ll of course be faster, but honestly, would you really need to go there? The SQ6 is anything but tardy.

The appeal isn’t in the straight-line sprinting ability but how it takes its pace through the bends. Those older e-trons had lots of grip and traction, but primary reliance on those factors when attempting fast cornering was very apparent.

It respect to dynamic aptitude, questions could be asked; even though low-slung, you could tell they had a lot of weight to chuck around. Add in firm suspension tuning and also extra-large rims and lowest profile rubber and, on bumpy roads, they stood to be unremittingly taut experiences.

The Q6 also hunkers and has all the same base ingredients as its predecessors, and for all that it’s battery tech has improved, the overall battery weight is much as before, so it is no more a candidate for slimmer of the year.

Yet it feels more lithe, more manageable, and more competent, for a variety of reasons. Primarily, it starts with the new platform design. It has allowed the company to create a more “sophisticated” suspension set-up, which it claims will deliver better comfort and stability.

Beyond this, some contribution comes from it delivering a tangible rear bias from the power delivery. Also, compared with previous Audis, the steering has a nicer feel that gives the driver more precise and positive feedback.

But the suspension retune is a big step. Whereas older e-trons were about degrees of firmness, this one appears to deliver more emphasis on prioritising ride comfort. Not to point of allowing body roll and flop, but just enough to allow the car to soak up bumps that previously might have been bounced off.

The degree of leniency still very much depends on the mode selected. It is of course more resilient in the absolute settings than in the default comfort.

But even at its firmest, it seems to have more compliance now across imperfections that very probably will have made the older models jolt and buck. And even when dialled back body lean is still well managed.

Overall, then, there’s still plenty of driver engagement and, for daily use, it will step up as a more agreeable vehicle in which to be a passenger.

At 100kmh it can be especially serene; we expect electrics to deliver a reasonably smooth and quiet driving experience these days, but that still doesn’t stop the Audi from impressing.

At same token, don’t underestimate the latent potency. It’s another electric product that feels more than enough for everyday driving. You need barely breath on the throttle even at pace to get a reminder of the considerable torque it has and being electric means there is no lag in delivery. Overtakes can be astounding brisk.

Energy burn is kept in check by better recuperation effort than occurred previously. Audi’s engineers claim that as much as 95 per cent of the braking can be done without using the friction brakes; you don’t need to go into Eco to get best return.

Most of the time when you lift off the accelerator pedal, the car will slow down and put energy back into the battery. This can be driver-adjusted by cycling through the menu controlled via a paddle on the back of the steering wheel. In the strongest setting, a one-pedal driving feel - a 101 for most EVS, but a first Audi’s. It’s nicely tailored; not too little, not too much. You can use it to retard on descents, but it isn’t so brutal as to tip it onto its nose.

Conversely, there is also a coasting mode where no recuperation happens, and the car freewheels. Working between can leave other occupants wondering what’s going on, but it’s a satisfying shortcut to the official energy consumption ranges between 17.0- and 19.6kWh/100km.

There’s a sense of ‘start again’ for Audi with this car, but brand hope that its level of premium quality and style, as well as its latest battery-electric technology, will win recognition and acceptance seems solid.

Is that enough at a time when committing to electric at this level has proven more challenging and costly that anyone imagined it would?

Premium cars always suffer high depreciation, but electrics all the more … you need only check out the usual places to see examples of extraordinary value loss. It’s been shocking. Bargains exist now as result from the high price paid by first adopters who have found need to move on.

So courage is probably required. Even so, for those who understand why commitment has to be for the long haul, in respect to the quality of what’s rolling in, it’s hard to come up with reasons why you shouldn’t.