2023 Audi Q4 E-Tron international review

8.0/10Score

Things we like

• Spacious cabin for footprint
• Augmented reality HUD navigation
• Eases BEV transition with familiarity

Not so much

• Not on sale (yet)
• Optional side mirror cameras
• Noticable mass under heavy braking

8.0/10Score

Things we like

• Spacious cabin for footprint
• Augmented reality HUD navigation
• Eases BEV transition with familiarity

Not so much

• Not on sale (yet)
• Optional side mirror cameras
• Noticable mass under heavy braking

The Audi Q4, launched internationally in 2021, is an important step for the German automaker. The battery electric SUV is roughly Q3-sized, and represents the brand’s approachable and, crucially, more affordable product within the burgeoning e-tron range.

It remains unconfirmed for Australia due to macroeconomic factors, though that Audi flew us to Germany for an international drive including the Q4 E-Tron provides a strong indication of its future chances.

Why is it still unconfirmed for Australia?

A spokesperson for Audi Australia told Wheels that limited Q4 production capacity means international markets with stricter CO2 emissions targets take priority.

Despite the best efforts of the local outpost, sadly, the lack of decisive action means 2024 is, at this stage, the earliest we can expect the Q4 to arrive in Australia.

How much is it and what do you get?

Upon European launch, the Q4 e-Tron range opened at €41,900, which directly equates to AU$65,279.

This sits inline with previous comments from Audi Australia boss, Jeff Mannering, who has quoted “probably around the $60-$80,000 mark which is where the competition is, where the volume is”.

The range comprises three powertrain configurations, and your choice of two body styles: a conventional squarebacked SUV, and a more dynamically styled ‘Sportback’.

The entry level Audi Q4 35 e-Tron boasts a 52kWh battery pack, a single 125kW motor and a WLTP range of 341km, or 349km in the more aerodynamic Sportback.

The Q4 E-Tron 40 nets the larger 76.6kWh battery pack, with a single 150kW motor and a WLTP claim of 521km, or 534km in the Sportback.

The flagship Q4 50 E-Tron quattro harnesses the same 82kWh battery, but gains two motors yielding all-wheel drive and a combined 220kW. Range is quoted at 488km for the SUV and 497km in the Sportback.

The small-battery Q4 35 E-Tron possesses a maximum DC charging rate of 110kW while the 76.6kWh battery-equipped Q4 40 and 50 E-Tron are able to ingest a maximum of 130kW, charging from five to 80 per cent in around 30 minutes.

In the UK market, even entry-level models net LED headlights, gloss black window surrounds and aero wheels. Given Australia’s propensity for high-spec vehicles, expect features such as 20-inch alloys and adaptive dampers.

Most recent range updates also add augmented reality navigation assistance in the heads up display and replaces the previous 10.1-inch infotainment screen with a larger 11.6-inch display.

Advanced Matrix LED headlights are optionally available overseas, and allow the owner to select between four different daytime running light signatures, a novel example of how car makers are increasingly finding ways to inject character into their products in lieu of a combustion powerplant and engine note.

Today, there is no Q4 35 present, with us sampling the Q4 40 E-Tron and Q4 50 quattro E-Tron Sportback on the motorways and back-roads of Germany.

How do rivals compare on paper?

Expected pricing, whenever the Q4 does find its way to Australia, pegs it inline with popular rivals such as the Tesla Model Y (priced from $72,300 + on-roads) and Volvo’s recently updated XC40 Pure Electric ($72,990 + on-roads) and Volvo C40 Recharge ($74,990 + on-roads).

Interior comfort, space and storage

Those dissuaded by BEVs that are deliberately distinct (read: weird) will feel right at home in the Audi Q4, with most major controls and touchpoints mirroring familiar combustion-powered Audis of recent memory.

Drivers are greeted by Audi’s virtual cockpit digital instrument cluster and a wide central infotainment touchscreen. HVAC controls eschew the secondary haptic touchscreen of larger Audis, with clearly legible switchgear handling climate as well as seat heating functions. It’s a deceptively large cabin, with a tunnel-free floor delivering ample space and an airy feel.

The Drive Select toggle switch features centrally on the ‘tunnel’, flanked by the start/stop button and a funky four-way multimedia disc that harks back to vintage iPods, tracing the edge to adjust volume.

There are more haptic controls on the vaguely hexagonal steering wheel, with instrument controls on the left and media controls on the right.

The dashboard imbues familiar geometric lines of Audi’s design language, with customisable inserts running across the passenger side, and a large amount of real estate between the dashtop and the base of the windscreen. Each door has a pocket for a large water bottle.

In the swoopy Sportback body, rearward visibility is marginally affected, with decent rear headroom (enough for six-foot-tall folk) and more than adequate amounts of legroom.

The boot measures 520 litres in the SUV, while the Sportback boasts 535 litres.

What is it like to drive?

Despite the airy cabin, the Q4 occupies a rather small footprint, with a squat stance and its four wheels pushed far outboard of the body.

This lends itself to an overall feeling of nimbleness despite both the Q4 40 and 50 E-Trons tipping the scales at a touch over 2.2 tonnes.

A linear and unstressed delivery of torque contributes to its ease of pace, lacking the lightswitch head-smack standing start of a more performance-oriented EV, but its more than spritely enough to easily get ahead of traffic at the traffic lights, or overtaking on the autobahn.

The single 150kW motor Q4 40 E-Tron does the 0-100km/h dash in about 8.5-seconds, which feels about right. The quicker Q4 50 quattro leverages its dual-motor all-wheel drive for a noticeably quicker jump from a standstill – with a 6.2-second 0-100km/h manufacturer claim – and feels to have markedly longer legs on a high-speed motorway.

Audi quotes the top speed of the Q4 40 and Q4 50 at 160km/h and 180km/h respectively. On unrestricted stretches of the German autobahn, we managed an indicated 164km/h and 195km/h, respectively.

Steering has those hallmark Audi traits of a light steering weight and effortlessly quick ratio. The lack of heft can feel overly artificial, but this is subjective and its tremendously easy and effective once you become accustomed to the lack of tactile feedback.

Regenerative braking defaults to ‘coast’ mode, with no detectable native regeneration, but you can cycle between three levels of ferocity with the column-mounted paddles.

Curiously, these boast a reverse layout to other BEV rivals but, again, quickly becomes second nature.

The braking system itself does a good job of arresting over two tonnes of electrified German metal, and feels stable at high speeds with only little amounts of corrective steering lock required under transient braking circumstances on long motorway sweepers.

Overall visibility is good thanks to the large glasshouse, with the Sportback penalised only marginally in rearward visibility. The D-pillar, however, is quite large in some instances.

Our test cars were also fitted with Audi’s side camera system, replacing conventional side mirrors with a divisive camera and monitor system. Again, reviews of these cameras are mixed but, in Europe at least, they are optional and aren’t fitted to every Q4.

Even on larger alloy wheels, both Q4 40 and 50 E-Trons, ride well with impressive body control for such a heavy vehicle.

The Q4 50 quattro seems to be more heavily damped, and presents a little more unforgiving in Dynamic mode than the more approachable Q4 40 e-tron.

Away from the motorway, we chose to eschew the open speed limits for a chain of German backroads between Audi’s home base of Ingolstadt, and our return to Munich.

On smaller lanes, the Q4’s cleverly disguised mass does come to the fore, with more rapid changes in direction, succeeding much more aggressive braking zones yield movement under braking and a small moment of head toss when steering is sharply centred. It’s a confident drive, and an effective one, but one that lacks that final tenth or two of engagement and dynamic finesse.

How efficient is it?

Audi claims a WLTP-accredited energy consumption figure of up to 19.1kWh/100km and 19.7kWh/100km, for the Q4 40 and 50 E-Trons, respectively.

Over three days of testing, we registered similar 24kWh/100km readings from both of our test cars, though that must be tempered by more than a few less-than-economical runs on the German autobahn.

How safe is it?

With no plans, as of yet, for an Australian launch; the Audi Q4 has yet to be submitted for local testing by ANCAP.

Euro NCAP, however, has tested and awarded the Audi Q4 E-Tron with Five stars.

The 2023 Audi Q4 E-Tron is equipped with 11 airbags, comprising dual front, side head (front and rear), side chest (front), side pelvis (front) and centre (front) airbags.

Overseas Q4 E-Trons are also equipped with forward collision warning, automatic emergency braking, lane departure warning, blind-spot monitor, rear cross traffic alert and front and rear parking sensors.

Higher-spec overseas models equipped with Matrix LED headlights also gain access to an advanced automatic high beam system (which can selectively ‘block out’ oncoming cars), and traffic sign recognition.

Verdict

The Audi Q4 E-Tron has the potential to be a successful model for Audi as an approachable, well-built SUV that lowers the barrier to entry of the e-tron brand to its most affordable position, yet.

It’s a shame Australian vehicles still seem to be some time away, with Volkswagen Group stablemates such as the VW ID.4 also on the future arrivals cards, and hoping to encroach into local territory dominated by newcomers such as the Kia EV6.

Good things come to those who wait, they say? The Audi Q4 is good, and Australia, certainly, is waiting.

Specifications

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