2024 Audi Q8 e-tron 50 quattro review

10/13/2024 07:47 PM

Audi's electric car era didn't have the strongest start. The e-tron, – the Audi Q8 e-tron's predecessor – felt rushed to market and underdone as a result, while it also drew criticism for being inefficient in comparison to its luxury rivals.

However, the brand has refreshed its flagship electric SUV with a new name, styling changes, and a bigger battery.

Just as well, because there's some hot competition in the Q8 e-tron's segment – the BMW iX, Mercedes-Benz EQE, and Genesis GV70, just to name a few.

So does the Audi Q8 e-tron now have the strength to stand out in a crowded market? We're here with the Q8 e-tron 50 quattro entry-level version to find out.

What a difference five years makes. Far from the Q8 e-tron's origins as the only electric car in Audi's showroom, the German car maker now has an entire range of electric vehicles, and it's ever-expanding too.

The Q8 e-tron was updated in 2023 with styling tweaks such as a new 2D front badge and a redesigned Singleframe front grille. But the latest news with the nameplate concerns the introduction of the most affordable 50 quattro variant that costs $140,600 before on-road costs.

It still gets a dual-motor electric powertrain, but it's detuned to 250kW and 664Nm compared to the 300kW/66Nm 55 quattro variant. That said, it still sprints from zero to 100km/h in a healthy 6.0 seconds.

It's able to boast such performance thanks to a 95kWh battery that keeps the Q8 e-tron 50 quattro running for a claimed 411km before needing a recharge. When it does come time to recharge, the car can accept up to 150kW DC fast charging that allows a 10–80 per cent replenishment in under 30 minutes.

To give you a brief taste test on what to expect from the Q8 e-tron, this entry-level version comes with standard equipment including air suspension, 20-inch alloy wheels, leatherette seats, dual-zone climate control, a powered boot release, and Audi's ubiquitous Virtual Cockpit digital instrument cluster.

However, for the time being, I want to talk about styling, because I still reckon the Q8 e-tron cuts a smart figure on Australian roads.

Up front, there's a wide front grille with actual physical holes – somewhat unique for an electric vehicle – and a flat Audi badge. This car sits on a set of 21-inch wheels because our car has the $5400 Sport package, but other cars get 20-inch wheels as standard.

By the way, our car's finished in the optional $2300 Chronos Grey metallic paint.

Down the side, it's cool to see that Audi has placed a charge port on each side of the car that opens electronically. However, only the right-hand side can cater to DC fast charging.

At the rear, it's obvious that I'm driving the wagon-bodied Q8 e-tron – it also comes in Sportback design, which means a coupe-style sloping rear roof, but in my opinion, I like the conventional look more.

There's a full-width light bar at the back and an accentuated rear bumper. To be honest, I think it looks a bit plasticky.

The stylish, modern design continues inside the cabin.

I have always been in awe of Audi interiors, and even though this model is getting on in age, the Q8 e-tron's cabin continues to present a tech-forward interface and modern design.

To call out a few aspects I'm drawn to: I love the flyover centre console design that is super deep to enhance storage ability; I love the minimalist gear selector; and the three screens are visually impressive.

While I'm talking screens, the Audi's 10.1-inch main infotainment display isn't big these days, especially when you're seeing 14-inch displays from rivals like BMW, but that said, I don't feel like you miss out with the Q8 e-tron.

There are two separate displays: one for infotainment and one for air-conditioning. So even though you miss out on outright screen real estate, at least there are two displays right next to each other.

That's not including the 12.3-inch Virtual Cockpit digital instrument cluster, which is arguably one of the best integrations in the market. Audi's been doing this technology for years now and the customisation and graphics are seriously impressive. For me, I love changing it to the full-screen map display.

As for the infotainment system itself, the Audi system is easy to get your head around and can connect wirelessly for phone app integration. There are handy shortcuts along the right-hand side and, of course, Apple CarPlay and Android Auto capabilities.

In terms of graphics design, it's looking a little old these days, but if it ain't broke, it's probably best left alone.

The only thing I do wish Audi did was to use more physical buttons for things like the auto-hold function to prevent the car from rolling away, or the brake recuperation. You're forced to prod through multiple screens to get to these simple settings.

In terms of safety, there are a host of systems designed to prevent collisions. It's safety-tested to a five-star ANCAP standard, though this result will be deemed out of date by the end of 2025, as per ANCAP rules.

You can see a full list of active safety measures in the table below, but I want to point out how well they all worked in practice. The adaptive cruise control accelerated and braked appropriately behind traffic in front, while the lane-centring was bang-on accurate.

Back to how the cabin feels, I'm impressed that despite the Q8 e-tron's age, the large SUV still presents with top-notch materials. In particular, I love the clicky aspects to the buttons and switchgear – it's super tactile and has a satisfying noise when you interact.

I'm a big fan of the contrast silver elements – you also get ambient lighting colours – and everything feels well put together. The only thing I think this cabin's missing is a sunroof – it's pretty cheeky to skimp out on a sunroof on a $140,000 car.

The sporty seats with genuine leather are unlocked with the $5400 Sport pack and have plenty of adjustment to get a nice, low driving position. I also found them supple and comfy over long freeway journeys.

Storage-wise, there's a deep centre console box with a wireless phone charger, dual cupholders and USB-C ports, and then you've got the regular glovebox for larger items.

It would have been handy if the centre console bin were just a bit larger so I could stow things like a small camera or similar.

Seated behind my own driving position in the second row, there was good space for my knees behind and my head wasn't anywhere near touching the roof. I don't think that'd be the same case for the Sportback variant and its sloping roof line.

However, annoyingly, the Q8 e-tron doesn't come with a reclining backrest or a sliding seat base – I really appreciate those aspects in a luxury car.

In terms of amenities, the Q8 e-tron 50’s second seating row comes with map pockets, air vents, dual USB-C ports, a storage slot, and a fold-down centre armrest with a pair of cupholders.

In the boot the Q8 e-tron can stow 569 litres – more than its key rivals in the Mercedes-Benz EQE SUV and the BMW iX. Fold down the rear seats and this increases to a full 1637L of capacity.

I do like the fact that you get seat-fold latches in the boot, and I especially love the fact you get a temporary spare wheel instead of the commonly equipped tyre repair kit.

Although the Q8 e-tron is a pricey prospect up front, Audi covers the car's servicing for the first six years (or 90,000km), which is a big benefit. Comparatively, the BMW iX can cost $3075 over the same period.

Another plus is the fact Audi throws in six years of roadside assistance, as well as six years of free public charging through the Chargefox network.

The Q8 e-tron is covered by Audi's standard five-year, unlimited-kilometre warranty, while the battery gets eight years (or 160,000km) of coverage. This is a common offering on electric vehicles.

In my week with the Q8 e-tron 50 quattro I was able to charge up the car without fuss. Oftentimes you might have issues with slow charge speeds or a reluctance for the car to connect with the charger, but I was able to get the maximum 150kW DC charge speed out of the car.

However, it does continue to sap electricity at an alarming rate. At the beginning of my week with the car I was seeing efficiencies of 28 kilowatt-hours per 100km on my commute.

This is higher than Audi's 23.9kWh/100km claim and higher than the 21–22kWh/100km rating I've seen from the Mercedes-Benz EQE SUV before. In fairness, a lot of my driving was completed on freeways where the car can't regenerate and recuperate lost energy, but this is still higher than we like to see from an electric vehicle – even if it is large.

Audi claims the Q8 e-tron 50 quattro will go 411km on a single charge, but I could only see a maximum driving range of 380-ish kilometres (on a full charge) according to the car's computer.

While it's not the ultimate in efficiency, there's still plenty to like about the Q8 e-tron's driving experience.

First of all, I want to call out the Q8 e-tron 50's standard air suspension. Even though this is the entry-level variant, I can't believe the way it rides. It's so supple and soft across the board, but it's not at the expense of dynamics either.

Speedhumps are gently absorbed with a deft touch, subtle road imperfections barely make their way through to the cabin, and the Q8 e-tron holds its composure over undulating mounds on the freeway.

What's better, the car still feels dynamic in the corners. Even though it's a hefty 2510kg, the Q8 e-tron 50 doesn't sway awkwardly through corners. It's no sports car, but there's a keen sense of sportiness about the Q8 e-tron's cornering ability.

The 250kW/664Nm outputs ensure the big body moved off the line quickly and the all-wheel traction means no wheel slip – even despite instantaneous torque. You don't get a wild shunt in the back like you might expect from a Tesla or similar, but the Q8 e-tron still piles on speed quickly.

It's even spritely on the move, which makes for easy overtakes on the freeway.

There are a whopping seven driving modes to the car and even a configurable Individual mode, but my favourite was to leave the car in Auto. It determined when I was driving sportily and changed the accelerator response to be more sensitive.

Being an electric vehicle, the Q8 e-tron is obviously quiet. But it's the relative quiet from extraneous noise – namely subdued wind and road noise – that's the most impressive part.

Very little tyre roar can be heard inside the cabin, and you have to be listening very hard to make out the wind rushing past the car at freeway speeds.

Throughout my week with the car, I found it easy to manoeuvre around suburban streets and parking lots, plus I love how quick it is to change direction. Three-point turns are easy despite the car's size and 12.2m turning circle.

However, one aspect that doesn't play into the easy manoeuvrability is the lack of a 'creep' function. The car doesn't automatically roll forward after you release your foot from the brake pedal, which means you have to gently alternate between throttle and brake when parking.

Worse, the lack of a creep function means the car can roll backwards on a hill if you're not paying attention (and release your foot from the brake pedal).

That said, I love the hand-off between the Audi's regenerative braking system and traditional friction brakes. Some car makers can struggle to get the transition between the two methods right, but Audi's seamless switch from regenerative braking to the more serious friction brakes is impressive.

By no means does this refreshed Q8 e-tron 50 quattro overhaul the luxury electric SUV segment. However, it remains one of my favourites in terms of technology, design and luxuriousness.

It's also a lovely driving experience. I found it comfortable every day, dynamic when I needed it to be, and very refined. In particular, I am a big fan of how well the car is put together and the Audi's chosen materials.

As an electric vehicle – the Q8 e-tron 50 could definitely do with efficiency improvements… 411km out of a 95kWh battery isn't impressive and a maximum 150kW charge rate is lacking at this price point.

However, the overarching experience is an impressive one, and I rate it higher than the equivalent Mercedes-Benz EQE SUV or BMW iX.

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