2023 Audi Q8 E-Tron international review

August 2023: Q8 E-Tron pricing revealed

The updated Audi Q8 E-Tron electric SUV has been detailed for Australia with boosted driving range – but price rises apply. Details at the link below.

December 2022: Audi Q8 E-Tron international drive

The original Audi E-Tron broke ground as the German automaker's first battery-electric vehicle when it launched initially in 2018.

Four years on, electric mobility is no longer a fringe sect of motoring – and that may have put a squeeze on Audi’s E-Tron branding, previously tied to a singular model.

With the arrival of the 2023 Audi Q8 E-Tron, the carmaker’s electric pioneering SUV has gained a new name and a friendly new face – as well as a larger battery, more driving range, and faster charging capabilities.

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Based on familiar bones, it’s an evolutionary step in a number of areas, culminating in a product that elevates the bar over its fore-bearers.

Not only that, but the change in naming structure, adding E-Tron to Audi’s flagship SUV Q8 position, opens the door for the E-Tron brand to proliferate throughout Audi’s product portfolio in the future.

When is it coming to Australia?

A spokesperson for Audi Australia has confirmed to Wheels that we will see the local arrival of the 2023 Audi Q8 E-Tron in the second half of 2023.

More specific timing will be announced closer to launch.

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How much is it and what do you get?

Local pricing has yet to be confirmed, however the previous E-Tron began at $138,323 before on-road costs.

An entry-position of around $140-150K seems more reasonable to expect.

The international Q8 E-Tron range comprises three variants: the Q8 E-Tron 50, the Q8 E-Tron 55 and sporty SQ8 E-Tron. Both conventional squarebacked SUV and more coupe-like ‘Sportback’ body configurations are available, with the slippery Sportback offering marginal driving range advantages.

As Audi puts it: ‘the old big battery is the new small battery’, with the entry-level Q8 E-Tron 50 adopting the old flagship's 89kWh unit, with a WLTP-rated claim of 497 kilometres for the SUV and 505km for the Sportback (up 44 per cent over the previous entry Audi E-Tron 50 Sportback).

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Both the Q8 E-Tron 55 and SQ8 E-Tron harness a new Samsung-supplied 106kWh battery, with a superior chemistry offering a higher energy density, improved thermal efficiency, faster charging and, of course, a greater cruising range.

The Q8 E-Tron 55 is the lineup’s efficiency king, boasting up to 582km of driving range in the Q8 E-Tron SUV, and up to 600km in the Q8 E-Tron Sportback.

The triple-motor SQ8 is the most dynamic of the litter, trading ultimate driving range for pace, with the SUV claiming 494km and the SQ8 E-Tron Sportback (pictured below) offering 513km, but sprinting from 0-100km/h in just 4.5-seconds – 1.1-seconds quicker than the Q8 E-Tron 55, and 1.5-seconds quicker than the entry-level Q8 E-Tron 50.

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The new big battery allows for DC fast charging at up to 170kW (up from 150kW), with a 10-80 per cent recuperation time of 31 minutes for the larger 106kWh unit.

The Q8 E-Tron 50 and 55 both produce 664Nm from their twin-motor configurations, with the Q8 E-Tron 50 producing 250kW, and the 55 producing 300kW.

The SQ8 swings in with double the motors on the rear axle, delivering a combined 373kW output (precisely the same power output as a combustion-powered SQ8) and 973Nm.

The improved driving range isn’t down to just the larger battery unit, with more efficient motors drawing less current to produce the same amount of torque. There are also a number of clever aerodynamic improvements added into the mix, with Audi engineers adding; active air curtains in the front fascia corners, front wheel spoilers to the underbody that crucially deflect air around the front tyres and wheel well, active louvres behind the front grille and an new composite underbody/battery shield that saves significant amounts of weight.

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Elsewhere, the new front fascia debuts a new identity for E-Tron products, with an inverted, body-coloured grille, full-width daytime running light, and a modernised logo introduced. Expect these motifs to appear on future electrified models too.

Audi has also added remote park assist and new LED matrix headlights, with overseas Q8 E-Trons equipped with; adaptive cruise control, lane-keep assist and autonomous emergency braking with pedestrian, cyclist, junction and motorcycle detection.

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Inside, the digital array comprises a 10.5-inch central infotainment screen, a 12.3-inch digital instrument cluster along with a smaller ancillary 8.6-inch monitor handling climate control and driving modes.

How do rivals compare on paper?

Rivals include Mercedes-Benz’s EQC, BMW’s iX and Jaguar’s I-Pace.

The BMW iX is the newest alternative, splitting the Q8 E-Tron range on tech, offering a smaller 77kWh battery and 420km of driving range, opening at $135,900 (all prices shown are before on-road costs) for the entry-level BMW iX xDrive 40.

The iX range also extends to a larger 112kWh battery, offering a superior WLTP-rated 620km of driving range in the iX xDrive 50 Sport, for $174,900.

Jaguar’s I-Pace was afflicted by pricing adjustments at the beginning of 2022, with the range rising to $142,580 for the EV400 SE. Both Jaguar’s EV400 SE and flagship EV400 HSE are twin-motor, all-wheel-drive, delivering 294kW/696Nm. They boast a WLTP range of 470km.

The Mercedes-Benz EQC, like the Jaguar, sports a two-pronged range of trims, both powered by the same powertrain. The EQC 400 4matic is priced from $124,300, while the fully loaded EQC 400 4matic Sport asks $141,300. They both harness an 80kWh battery and dual electric motors delivering 300kW/760Nm, and a WLTP claim of 350kms.

Interior comfort, space and storage

Despite the fresh exterior, the Q8 E-Tron’s cabin presents virtually identically to the outgoing E-Tron SUV. The vehicles presented at launch were fitted with more conventional three-spoke S-Line steering wheels, rather than the more stylised sets we’ve seen in E-Trons past – but the overall architecture, sharp lines, sculpted surfaces, triple screen array and dense, solid feel and build remain.

The cabin is tremendously airy and spacious. Yes, it’s a large vehicle, but the boons of electric vehicle packaging contribute further with a flat second row floor and a very low centre console. This is not, as some might assume, simply a Q7/Q8 stuffed with batteries.

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When quizzed on parts commonality, Audi engineers pointed out that basic front and rear subframe assemblies are shared and, while underpinned by a development of the same MLB platform, the Q8 E-Tron’s floorpan and battery cradle are bespoke, along with much of the central body between the axles, and the glasshouse.

Driver information is contained within an impressive 12.3-inch digital display, with central infotainment handled by a 10.5-inch monitor and climate and driving modes displayed on a secondary 8.6-inch monitor. Audi’s Q8 positioning trades high on technology, with both a visually and haptically responsive operating system – one of the more intuitive native systems in our opinion – featuring wired and wireless Apple CarPlay and Android Auto, and a native Google-linked navigation system, one of the best OE systems around.

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Front seats are heated and have massage functions.

Our test cars were also fitted with an optional twin side-camera and OLED 7.0-inch display system, which replaces conventional side mirrors. These are wildly divisive, so best to try before you buy.

Like the combustion-powered SQ8 we drove recently, and bearing in mind that local pricing remains unconfirmed, the dense build, plush materials and onslaught of tech means that sitting in the Q8 E-Tron feels like sitting in a $200,000 vehicle.

The second row is equally as spacious, with even the swoopy Sportback body penalising headroom only marginally thanks to some considered scalloping of the headliner.

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Back seat passengers are treated to four air vents of their own, along with two extra climate zones (four in total), along with two USB-C ports and two cupholders.

The Q8 E-Tron SUV offers a capacious 569L of boot capacity, with the Sportback delivering 528L.

With the second row folded, the luggage capacity swells to 1637L in the SUV, and 1567L in the Sportback. Both body styles also feature a further 62L ‘frunk’.

What is it like to drive?

At launch, only the Audi Q8 E-Tron 55 and SQ8 E-Tron were available. No entry Q8 E-Tron 50s were present.

Beginning in the mid-spec Q8 E-Tron 55, initial impressions are of effortless progress and huge breadth of ability for a vehicle of this size and weight (approximately 2500 kilograms).

With a claimed 0-100km/h time of 5.6-seconds, the E-Tron 55 does a good job of disguising its portly mass, with factory air suspension and a deft adaptive damper system, the lateral body control throughout the speed envelope is impressive.

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Damping in the softest Comfort mode occasionally gives moments of large vertical movements on rebound from sharp bumps, but is never afflicted by any hint of bump steer or tramlining.

Having driven a few contemporary Audis recently, the steering has been noticeably quickened, with a 14.6:1 steering ratio fitted. It feels far more natural, with less of an on-centre deadzone and a more linear feel in contrast to the previous ratio prevalent throughout the rest of the portfolio. We’ve never loved the signature steering in many contemporary Audi products, but the rack in the new Q8 E-Tron is much more natural feeling, and hopefully it proliferates throughout future Audi models.

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Other dynamic improvements include a stiffer front control arm (FCA) bushings, stiffened 50 per cent in Q8 E-Tron 50 and 55, and by 100 per cent in the SQ8 E-Tron – in comparison to the outgoing e-tron SUV.

The result is a more alert chassis and steering that feels more responsive – on and off centre.

Unlike other products built atop the MLB platform, rear steering was not feasible from a packaging standpoint, but even the non-S Q8 E-Tron changes direction with impressive poise, its large kerb weight coming to the fore primarily in hot braking circumstances. In pedestrian circumstances, when noodling around town, it’s an effortless and relaxing drive.

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Dynamic damping contains lateral body roll well, with a greater spread between Comfort, with hints of body roll and little jarring, despite its large 21-inch wheels and medium profile 265/45 tyres, thanks to its capable standard-fit air suspension.

Brakes do a good job of arresting speed from such a large vehicle, and can be stabbed agreeably late in deep braking moments, but are difficult to modulate in typical EV fashion. Even in the non-S Q8 E-Tron, the chassis is remarkably well resolved, with the rear outside tyre tangibly and confidently loading up the from mid-corner to the corner exit. The chassis is very friendly overall and, even when deliberately trying to provoke it with some rather drastic mid-corner throttle inputs, the big E-Tron is never fazed.

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Stepping up to the SQ8 E-Tron dynamic flagship, the pace increase is noticeable, with a 4.5-second claim from 0-100km/h. Despite its mighty power outputs, standing acceleration - while rapidly brisk - but doesn't boast that head-smack lightswitch acceleration given its size and mass.

Adding a second electric motor, for three in total, on the rear axle penalises outright range, but positions the SQ8 E-Tron as the clear athlete of the already talented range. There is a tangible torque-vectoring feeling from the rear in the way the large vehicle is able to change direction.

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The SQ8 E-Tron also boasts noticeably meatier front end, with a marginally greater steering weight thanks to its larger 285-section tyres and doubly hardened FCA bushings, it also benefits from a 10 millimetre increase in front and rear tracks, distinguished by some imposing Audi RS-style wheel arch extensions.

The SQ8’s subtle adjustments feel as if it boasts a lower centre of mass, with smaller roll moments and shorter lingering body movements.

How efficient is it?

WLTP efficiency claims for the Q8 E-Tron are: 20.1kWh.100km for the Q8 E-Tron 50, 20.6kWh/100km for the E-Tron 55, and 24.6kWh/100km for the SQ8 E-Tron.

After a day in each of the Q8 E-Tron 55 and SQ8 E-Tron, we returned in-car figures of a just over 24kWh/100km for the Q8 E-Tron 55, and around 26kWh/100km in the sporty SQ8.

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How safe is it?

The 2023 Audi Q8 E-Tron range has yet to be assessed by ANCAP, but its predecessor, the Audi E-Tron, was awarded five stars following its local launch in July 2019.

The E-Tron featured dual frontal and side chest airbags – plus side head protecting (curtain) airbags for both first and second rows.

Active safety features include autonomous emergency braking, lane-keep assist and warning and emergency lane keeping as standard, with European vehicles offered with optional ‘City, Tour and Park’ packages with expanded attributes – including a new-for-2023 remote park assist.

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Verdict

The subtle repositioning of Audi’s E-Tron SUV to reflect its flagship Q8 large SUV seems indicative of how far electric vehicles have come.

BEVs are no longer on the fringe, a siloed product from the rest of the mainstream range. The combustion versus electric dilemma is as pertinent as ever for new car buyers today, and the 2023 Audi Q8 E-Tron makes the transition seamless and easy thanks to the familiarity of its controls, touchpoints and overall vibe.

It’s a tremendously competent car, and that’s without the ‘electric vehicle’ qualifier. The Q8 E-Tron rides with comfort, is shockingly poised and genuinely talented when the going gets twisty. It carries five with space aplenty, in a lovely cabin filled with plush materials.

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Incremental developments in a range of areas elevate the original E-Tron formula and make the repositioned Q8 E-Tron a genuine alternative to the existing combustion-powered Q7 and Q8s.

Pertinent questions remain; how much will it cost? What will it feature? And how does it handle local Australian roads?

All will be answered in time. Until then, colour us impressed.

Specifications