First Drive: 2024 Audi Q8 e-tron

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This is not the dusty, dry desert of Namibia, where I first saw and drove what was then a prototype version of Audi’s e-tron crossover, the electric vehicle — the company’s first — wearing op-art camouflage and undergoing hot weather testing in the African nation.  

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No, this is Lanzarote, one of the Canary Islands off the coast of West Africa, a popular tourist draw for those seeking warmth and sun as winter approaches. It’s been four years since Audi introduced the e-tron and, after global sales of some 150,000 units, the mid-sized crossover is undergoing a comprehensive mid-cycle freshening, including a new naming convention — the 2024 model to be known as the Q8 e-tron and Q8 Sportback e-tron. More importantly, at least in terms of its viability in the face of far greater EV competition, is that said freshening starts with a significant and necessary increase to both battery capacity and charging performance, along with improvements to the motors, steering, and chassis control systems.

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The current 2023 e-tron has a maximum range of just 364 km — decent when it first came out but now surpassed by a number of EVs that have since come to market. For North America, the new model will be offered in two variants, the 55 and the S, each with a different drivetrain incorporating electric all-wheel drive. For these models, Audi has developed a new battery with a higher energy density, allowing it to reach a capacity of 114 kW/h, the improvement helping to improve range by around 30 per cent compared with the current e-tron.

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More specifically, with its two motors the Q8 55 e-tron will generate 402 hp (300 kW) in boost mode and 490 lb-ft of torque, with range increasing to 582 km for the SUV and 600 km for the Sportback, in accordance with the WLTP (Worldwide harmonized Light Test Procedure). The top-end SQ8 e-tron is powered by three motors that put out 496 hp (370 kW) combined and a stump-pulling 718 lb-ft of torque. Range is up to 494 km for the SUV and 513 km for the Sportback. However, the WLTP is known to be less rigorous than the US EPA fuel economy standards — something in the low 500s (55) or mid 400s (SQ8) is a more realistic range scenario once testing is complete.

And for the tech geeks: The asynchronous motor on the Q8 55 e-tron’s rear axle was modified. Instead of 12 coils generating the electromagnetic field, there are now 14. The motor consequently generates a stronger magnetic field, which in turn allows for more torque. If more torque isn’t needed, the electric motor requires less energy to generate, lowering consumption and increasing range.

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The ability for the crossover to hold its pace for long stretches on flat roads when lifting off the pedal also helps, which makes the steering wheel paddle shifters useful in scrubbing speed rather than using the brakes. There are two levels of regeneration — the first flick brings a mild retardation, the second a more aggressive slowdown, though the Q8 e-tron isn’t capable of one-pedal driving.

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With the S, Audi used a three-motor setup for the first time in large-scale production. A 166-hp electric motor is at work on the front axle. On the rear axle, there are two electric motors, one for each wheel, each putting out 131 hp. Torque can be distributed across both rear electric motors between the wheels within a split second.

Maximum charging performance increases up to 170 kW for the 55 and SQ8. Under ideal conditions, the big battery can be charged to 80 per cent from 10 during a 31-minute charging stop. At an AC charging station or wall box, the crossover charges at up to 11 kW.

I spent the first day motoring about Lanzarote in the SQ8 e-tron, dodging poky tourists in their rental econo cars — mostly Fiat 500s — many of whom were more focused on the scenery than the road (admittedly the island’s lava fields are spectacular). If nothing else, the Audi has damn fine brakes!

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But there is much more, as there should be considering the crossover will likely have a starting retail price in the $90K to $98K range depending on which model and body style (Canadian pricing won’t be finalized until closer to the vehicle’s expected early spring arrival). The SQ8 manages to balance performance and luxury duties quite successfully, though the spirited dynamics that have defined Audi’s gas-powered S models are a bit more muted in the EV. Still, when the pedal is given a hard shove, the SQ8 e-tron will silently charge its way to 100 km/h in 4.5 seconds, a respectably quick response considering its husky 2,570-kilogram avoirdupois. (The 55, which I drove on the second day, is 1.1 seconds slower to 100 km/h. That said, it has the same general handling characteristics as the S.)

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Lanzarote’s volcanic topography means roads with more twists and turns than a politician’s promise, so the steering’s quicker response was welcomed. Audi has placed the lithium-ion battery pack under the floor, giving the Q8 e-tron a relatively low centre of gravity, which also contributes to the feeling of stability.

The new Q8 e-tron comes standard with air suspension, with the height of the body adjustable by a total of 76 mm, depending on the driving situation. The roads, though gritty, were pothole free, meaning the suspension got little in the way of a workout. With no powertrain noise but for a quiet hum, excellent sound deadening and no bumps or thumps, the drive in both the SQ8 e-ton and the 55 e-tron, meant the only distraction from a Zen-like experience was the navigation system’s beguiling disembodied voice providing very accurate route instructions.

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At first glance, the exterior alterations to the 2024 model seem minor, primarily the front fascia and grille. Behind the scene, though, aerodynamic tweaking enters the picture, helping to quiet the ride while improving the EV’s range. Wheel spoilers added to the underbody better control the flow of air around the wheels. Spoilers on the front axle were enlarged, and the Sportback models now have spoilers on the rear wheels as well. In the area around the grille, the crossover has a self-sealing system in addition to the electric shutters that automatically close the radiator — a first time for an Audi model. This system further optimizes the airflow at the front of the vehicle and prevents undesired losses. In all, this has resulted in a reduction of the drag coefficient to 0.24 c_d from 0.26 for the European-spec Sportback e-tron and to 0.27 c_d from 0.28 for the SUV model. But because North American models won’t get the nifty and sleek outside camera mirrors that were fitted to the Euro testers, drag will be a couple of tenths more.

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Moving to the cabin, the five-seat Audi is offering a standard two-zone automatic climate control system along with an optional four-zone system. Not that it was needed, temperature on the island was consistently in the 20-22C range, meaning the A/C was turned off and the windows lowered.

Typical of luxury models, the Q8 e-tron uses the MMI touch response operating system. Its two large high-resolution displays — the 10.1-inch top one that looks after the camera, map and infotainment, and the 8.6-inch bottom one for things like climate control functions — replace nearly all conventional switches and knobs. Beyond operation with the two touch displays, a lot of features can be activated through voice control.

Even with competition from the likes of the Tesla Model X and Y, Jaguar I-Pace and new BMW iX — not to mention upcoming rivals from Volvo, Mercedes, Genesis and others — the Q8 e-tron has much going for it. An attractive exterior, a classy, tech-filled interior, superior driving dynamics and, most importantly, a significant increase in range, should allow it to defend its position as the top premium electric SUV in Europe, while also keeping it top of mind for those shopping the same segment here in North America.