2024 Audi Q8 50 e-tron quattro review

Audi Q8 e-tron Pros

• Greatly reduced entry price
• Benchmark ownership program
• Retains hallmark Audi strengths

Audi Q8 e-tron Cons

• Sub-par efficiency and range
• Some odd spec omissions
• Can be easily seen as 'boring'

Entry into the 2024 Audi Q8 e-tron range just got cheaper – by a whole $14,000.

It's still not cheap however at the new starting point. At $140,000 it's still firmly into premium luxury territory, but it's now more competitive against the likes of the BMW iX (from $136,900) and Mercedes-Benz EQE SUV (from $134,900).

The Q8 e-tron, formerly the e-tron, was one of the first premium EVs on the market when it launched back in 2019. While not a benchmark for performance or efficiency in the EV space, Audi's big electric SUV does a fine job at offering electrified motoring without any real difference to the Audi SUV experience – save for charging instead of filling up.

Further, Audi's aftersales program is arguably one of the best in the business. You get six years of free scheduled servicing, six years of unlimited charging on the Chargefox public charger network; both of which go beyond Audi's standard five-year, unlimited-kilometre new vehicle warranty (let alone the cover of other brands).

While the Q8 e-tron's bones are getting on a bit, and as the competition heats up, is Ingolstadt's flagship electric SUV still worth a look in 2024?

This new entry point certainly makes the deal a little sweeter, but there are a few areas where the Q8 e-tron is really starting to feel behind the pack.

The new Q8 50 e-tron quattro brings the price of entry down to $140,600 plus on-road costs –more than $14,000 cheaper than the outgoing Q8 55 e-tron quattro.

To see how the Q8 e-tron compares with the competition, check out our comparison tool.

While it hasn't changed much compared to the pre-facelift model, the e-ton debuted the current Audi interior design that has filtered out across the larger MLB evo-based models – it still looks and feels pretty fresh.

Dual touchscreens for infotainment and climate controls are stacked neatly in the dashboard and angled to the driver for better usability, and ahead of the driver is the excellent 12.3-inch Audi virtual cockpit. The displays are carried over from the pre-update e-tron but remain towards the top of the class for clarity, usability and response.

Wireless Apple CarPlay and Android Auto as well as Audi connect plus online services all feature as before, and all work as intended. You do get the odd dropout with smartphone mirroring in known interference points in Melbourne though.

Elsewhere, the cabin is familiar Audi and e-tron fare. Perceived quality is top notch, and there's a sense of convention in a time where some rivals are going for showroom wow factor at the expense of ergonomics and tactility.

Bar some minor e-tron details like the toggle-style shift-by-wire selector and the free-standing effect to the virtual cockpit display housing, it all looks, feels and works just like any other larger Audi product.

There are strong links to the petrol- and diesel-powered Audi Q8, though they are still technically two different cars.

Our test car was fitted with the optional Sport Package ($5800) which inside brings sports front seats and higher grade Valcona leather upholstery. It's beautifully supple and the seats themselves, which are electrically adjustable with memory settings, are supremely comfortable for longer journeys.

It also adds trick configurable colour ambient lighting, with an array of colours and combinations so you can have different illuminated accents for the upper and lower tiers of the cabin.

The second row is suitably large too, given this car measures a massive 4915mm long on a 2928mm wheelbase. Its dimensions eclipse that of even the related Volkswagen Touareg (4889mm, 2888mm).

Space for adults behind adults is very good, so no need to stress about fitting two or three kids or teenagers back there – this is a full-size five-seater. The Q8 e-tron SUV offers better headroom than the sloping Sportback.

Rear amenities include directional air vents but no extra zones of climate control in this spec; net-type map pockets; a fold down centre armrest with cupholders; and bottle holders in the doors.

Interestingly, rear privacy glass remains relegated to the options list, to the tune of $1050. Want a sunroof? You'll need to shell out an additional $3400. Tsk tsk…

Behind the rear seats is a 569L boot, which expands to 1637 litres with the rear seatbacks folded.

While that may sound smallish for an SUV this size, it betters the BMW iX (500L-1750L) and Mercedes-Benz EQE SUV (520L-1675L) when the second row is in use.

Another interesting tick the Q8 e-tron gets is the inclusion of a 'collapsible' space saver spare wheel, where most other EVs only get tyre repair kits – handy to have on roadtrips.

To see how the Q8 e-tron compares with the competition, check out our comparison tool.

The 50 e-tron quattro uses a slightly detuned version of the 55's dual-motor electric drive system.

Our indicated consumption figure of 25.6kWh/100km is definitely on the higher side, but also included a round trip from Melbourne to Shepparton meaning hundreds of kilometres travelling 110km/h on regional freeways.

While the driving range is quoted as "up to 411km" on the WLTP cycle, the combined energy claim of 23.9kWh/100km indicates a combined range closer to 390-400km, and our efficiency figures would mean closer to 350km.

Considering even the base Q8 e-tron's battery has a gross rating of 95kWh, it's not very good efficiency even relative to similarly sized rivals. Its 150kW charge capacity isn't particularly impressive by today's standards, either.

To see how the Q8 e-tron compares with the competition, check out our comparison tool.

Like a big, cushy Audi SUV that just happens to be electric.

Having spent plenty of time with the more powerful 55 quattro versions of both the Q8 e-tron and Q8 Sportback e-tron, there's not much of a noticeable difference in how the 50 drives in normal conditions.

Given there's a 50kW power deficit but identical torque outputs and just 10kg difference in quoted unladen weight, you can see why this new base model feels more of the same.

In it's standard drive mode it's almost lazy in its acceleration and slowly wafts along in city traffic. The Q8 e-tron is smooth and silent, with only a faint whirr from the electric drivetrain audible under acceleration.

That's further bolstered by excellent sound deadening. Like the Q7 and petrol-powered Q8, the Q8 e-tron feels as secure and insulated as a bank vault – 110km/h on the rough Goulburn Valley Hwy barely let any noise in.

With standard air suspension it's as comfortable as it is quiet, though the 2.5-tonne heft and large optional alloy wheels means this isn't quite as magic carpet-like as something out of a Mercedes-Benz showroom.

Still, there's a lovely balance between ride comfort and body control, with Audi almost erring on the side of sporty in the Q8 e-tron.

It'll lower itself at higher speeds for aerodynamics, and depending on the drive mode selected it'll adjust damping force as well – regardless, it's never uncomfortable.

During my extended road trip it was clear the Q8 e-tron has retained its MQB evo siblings's long-haul comfort tune. It's beautifully calibrated for extended trips – save for the lack of range from such a big battery pack.

Yes the 50 e-tron quattro has a smaller battery than the 55 (95kWh v 114kWh gross capacity) but there's little in it with regards to range, and the 50 e-tron is more efficient too (23.9 v 25.6kWh/100km).

Weirdly for an EV, the Q8 e-tron tends to be more efficient on the freeway, particularly in its efficiency setting, where the constant speed means the 2.5t body is already moving and it can lean on the instant torque.

Our test car finished the week with an indicated 25.6kWh/100km, though I saw closer to the claim if not lower on some longer freeway stints on the instant readout.

Regardless, 350-400km of range from a 95kWh seems a little stiff, and it's disappointing Audi wasn't able to better improve the e-motor efficiency as part of the e-tron's mid-life upgrade.

Another consideration is that the base model has a 150kW DC charging capacity compared to the 170kW limit of the 55 e-tron and SQ8 e-tron models with the larger battery.

We only fast-charged at 50kW at Shepparton's town centre, so we weren't able to test how close we could get to Audi's claim.

It otherwise handles like a heavy Q7 or Q8 in normal scenarios, with light steering and decent body control in the bends.

You can really feel its weight if you try doing anything quickly, whether it's the nose-up sensation when you floor it or you feel the lateral shift in the body if you try to tackle a tight corner at pace.

The various modes for the chassis and powertrain can tailor the Q8 e-tron to the conditions, for example boost mode helps you to make a sprightly getaway or overtake, while comfort mode gives the big electric Audi an almost magic carpet-light suppleness.

You also have allroad and off-road modes if you ever need to jack up the Q8 e-tron to clear obstacles or tackle an unsealed trail, but I wouldn't be following a LandCruiser anywhere in this.

As you'd expect, the Q8 e-tron is decked out with Audi's driver assistance systems, including the excellent adaptive cruise assist which combines adaptive cruise and lane centring functions for semi-autonomous highway driving.

Like other Audis and VW Group products with Travel Assist, it's nicely intuitive and seems to read the road and traffic conditions ahead more like a human – i.e. no shadow braking or sudden jabs on the brakes if someone cuts you off.

Blind-spot monitoring and rear cross-traffic assist are good to have when reversing this 4.9m-long family e-bus, as well as when negotiating gaps in peak-hour traffic.

I'll once again, however, lament the absence of Matrix LED headlights, which are an expensive $3300 option on the 50 and 55 variants. Frankly, ridiculous on a $140,000 tech hero.

There are several variants in the local Audi Q8 e-tron range – on test is the base 50 e-tron quattro.

Q8 50 e-tron highlights:

Wheels, suspension, brakes, dynamics

Exterior

Seating and upholstery

Interior

Infotainment

The base Q8 e-tron is available with the following options.

Sport Package: $5400 – Q8 50 e-tron (as tested)

22kW AC Charging Package: $6900

Virtual Mirrors: $3500

The Q8 e-tron retains the pre-facelift model's five-star ANCAP safety rating, based on 2019 Euro NCAP tests.

Standard safety features include:

The Q8 e-tron is covered by a five-year, unlimited-kilometre new vehicle warranty.

To see how the Q8 e-tron compares with the competition, check out our comparison tool.

It's a common theme with the Q8 e-tron – it's a lovely luxury SUV, not a particularly good EV.

The biggest electric Audi offers all the good traits of other MLB-based SUVs in the brand's stable: smoothness, refinement, build quality and tech.

But, it offsets this with a zero-tailpipe emissions drivetrain that offers poor efficiency and range, while also not offering super competitive charging rates for this end of the market.

At least as a 50 quattro, the Q8 e-tron offers stronger value than the more expensive 55 and SQ8. Add the Sport package ($5400) and it's as well specced as the $20,000 dearer Sportback 55 and almost $30,000 cheaper than the SQ8 e-tron SUV.

The Q8 e-tron makes the step into EV ownership easy for existing Audi owners, and the extensive aftersales support is a leading package – free servicing and charging for six years is hard to pass.

If you're serious about electrification however and want the best EV on sale, there are better options out there in efficiency, range and charging – the BMW iX comes to mind, as does the Mercedes-Benz EQE SUV.

Still, the Q8 e-tron has a place and plays a role. If you don't need super long range and want a conventional and familiar EV experience, few cars make the step to zero emissions easier.

MORE: Buy an Audi Q8 e-tronMORE: Everything Audi Q8 e-tron

Content originally sourced from: CarExpert.com.au