Audi Q4 e-tron

For both rear-wheel drive and quattro all-wheel drive versions of this updated Q4 e-tron, Audi has installed a permanently excited synchronous machine (PSM) on the rear axle.

The update is supposed to release higher efficiency and greater power but with the base rear-driven Q4 40 e-tron, it doesn't quite work out like that.

With 204PS on tap and an EV range of 250 miles, this base variant has no more power and 66 miles less range than the pre-facelift Q4 40 e-tron model we tested at launch back in 2021, though to be fair, that car had a larger 76.7kWh battery; the current Q4 40 e-tron's battery is just 63kWh in size. Most Q4 e-tron customers are going to need Audi's larger 77kWh battery - for which they'll usually be stretching to one of the two Q4 45 e-tron models, which both offer 286PS and are available with either rear wheel drive (with a 342 mile range) or quattro 4WD (with a 309 mile range).

Also using that battery is the flagship Q4 e-tron 55 quattro, which has 340PS and a 320 mile range. All those range figures by the way, are for the standard SUV body shape; you'll do slightly better if you opt for the sleeker Sportback body style.

Performance in the base Q4 40 e-tron isn't especially rapid (0-62mph in 8.1s en route to 99mph), but if you stretch to one of the 45 models, an owner of an earlier Q4 e-tron would find that performance is noticeably perkier; rest to 62mph takes 6.7s and the top speed is 112mph.

In the Q4 e-tron 55 quattro, 62mph sprint can be dispatched in just 5.4s. That 2024 facelift saw Audi re-tune the chassis across the range for greater driver involvement.

As part of this, the steering's sharper.

The engineers also tinkered with the suspension, aiming for greater comfort and stability; as before it's a MacPherson strut front and five-link rear arrangement, with sports suspension available (which lowers ride height by 15mm) and adaptive damping offered further up the range. Audi's also created what it calls a new 'character sound', which is offered as an option and emitted via two exterior speakers at the rear and two interior speakers in the rear doors.

This 'soundscape' varies according to load and speed.

There's now a camera drive assist feature too, which allows assisted lane changes above 56mph. Otherwise, things are as they always have been with this model.

The Q4's pretty straightforward to get to grips with behind the wheel.

You select drive using a slider-type shifter situated on the centre console and once underway, there's the kind of instant throttle response you'd usually get from an EV of this sort.

There haven't been any visual changes made to this Q4 e-tron since its original launch.

You can't really see the Q4 e-tron as either an EV Q3 or an EV Q5 because its size dimensions don't fit with either of those two established combustion crossover models.

As with those two cars, the Q4 comes in both regular SUV and swept-back coupe-style forms, the latter known as the Q4 Sportback e-tron.

The regular SUV model's dimensions (4,588mm long, 1,865mm wide and 1,632mm tall) place it neatly between a Q3 and a Q5 size-wise and visually, this car has its own bespoke look.

This was the first of the company's models to get new digital LED technology offering four different exterior lighting signatures the driver can choose between.

And it was the first of Audi's smaller cars to get a full-width LED tail light bar at the back. Inside, the Q4 gets its own unique dashboard and cabin architecture, though this incorporates the company's usual screen technology.

Everything on the upper level is angular, with none of the elements appearing to blend very harmoniously with each other, but it all kind of works in a contemporary, minimalistic sort of way.

There's an unusual jutting lower console trimmed in smudge-worthy piano black for the neat little gear selector slider.

And, just above, the silver trimmed central fascia section incorporates horizontal vents and the 11.6-inch MMI Navigation Plus central display, with a sweep across the cabin that gets interrupted by a beady-browed instrument binnacle with a 10.25-inch 'Virtual cockpit' screen.

Futuristic? You'd say so.

Premium? Possibly, but only really if you spend some cash on a more up-market level of trim. The need to house the big battery under the rear bench brings with it the benefit of positioning back seat folk 70mm higher than those in the front, giving them an excellent view forward, though a little at the expense of headroom.

It's also wider cabin than you'd expect a relatively compact mid-sized SUV to be able to provide and with no central transmission tunnel to obstruct things, three adults could actually fit reasonably easily into the back of this car. Unlike in volume versions of Volkswagen's ID.4, power assistance for this tailgate is standard across the range and it rises to reveal a 520-litre space in the SUV model - curiously, it's actually more in the Sportback version, 535-litres.

We've been telling you about the four powertrain combinations on offer.

Namely, the base rear-driven 63kWh Q4 40 e-tron.

And the three 77kWh models, either rear-driven or quattro 4WD versions of the Q4 e-tron 45.

Or the 4WD-only Q4 e-tron 55 quattro model we tried.

As usual with this model, there are three trim levels - 'Sport', 'S line' and 'Black Edition' - and prices range from around £47,000 and then on up to around £63,000.

You'll need from around £51,000 for the '45' model and there's a £1,430 premium if you want to add the quattro drivetrain.

For the top 55 quattro version, budget from around £57,000 upwards.

Across the line-up, there's a £1,500 premium if instead of the SUV body shape, you want the alternative sleeker Sportback body style, as many customers will. Base 'Sport' variants get 19-inch Graphite Grey alloy wheels, those rims upgraded to 20-inches in size with the mid-level 'S line' trim level most customers will choose.

Even base 'Sport' trim includes LED headlights, front sports seats, 3-Zone air conditioning and an 'MMI navigation Plus' media system with an 11.6-inch centre screen.

The later includes navigation, a WiFi hotspot and Amazon Alexa integration.

There's also a 10.25-inch Audi Virtual Cockpit instrument screen, an 8-speaker 180-watt sound system, rear parking sensors and cruise control. Across the line-up, there's lots of sophisticated equipment available - much of it optional.

Like the Matrix LED headlights with their 16 individually activated LEDs.

And the bespoke Sonos sound system upgrade package.

We'd also want to look at the optional heat pump, which rapidly heats and cools the interior using the thermal losses from the electric components and the temperature of the outside air.

It uses eco-friendly CO2 as a refrigerant, which flows through the circuit at high pressure.

The heat pump can reduce losses in range caused by usage of the climate control system, especially in winter.

Its strengths come to the fore on long drives.

What about battery replenishment? For DC charging, standard rear-driven models charge at 165kW, while the 55 quattro version can charge at up to 175kW.

Under ideal conditions, the battery's state of charge increases from 10 to 80 percent in 24 minutes when charged at a DC fast-charging station.

Up to 93 miles (Sportback: 96 miles) of range can be added to the battery in 10 minutes.

Charging times are optimised thanks to the car's intelligent route planner and the automatic battery-preconditioning function connected to it.

Drivers who like to plan their charging stops themselves now have the option of manually enabling battery preheating.

The manual preconditioning is carried out via the MMI centre screen, which shows how many kilowatt are currently available for fast-charging the high-voltage battery and how much additional charging power is available thanks to the preconditioned battery.

Manually preconditioning the battery ensures the best possible charging results at every charging station. As for AC home charging, well all variants have been engineered for charging speeds of up to 11kW.

If you're using a conventional 7.4kW garage wallbox, a 77kWh Q4 e-tron can charge 255 miles of range in eight and a quarter hours.

Or receive a full charge in eleven and a half hours.

However you choose to charge, it's worth noting that in this updated form, the Q4 e-tron now features post-conditioning.

With that, the vehicle's thermal management system cools the battery, for example, if it exceeds a fixed temperature threshold after driving or charging. Using the myAudi app, owners can activate charging remotely using a smartphone.

The app also provides access to the comfort remote preconditioning system, which enables remote adjustment of the cabin temperature and seat heating functions to ensure that the cabin climate is always comfortable well before a journey begins.

Not so good is the issue of depreciation; the Q4 e-tron doesn't hold its value anything like the way you would expect an Ingolstadt model to do - a problem afflicting so many EVs just at present. Accessing and paying for electricity while on the road can be easily taken care of using the 'e-tron Charging Service', which provides UK subscribers with one RFID payment card that is accepted at a vast number of charge points operated by 18 suppliers across the UK and Europe, and offers a choice of two fixed price charging tariffs.

The Q4 e-tron has the size of a lower mid-sized EV, but (if specified expensively) the finish, luxury and (to some extent) the driving dynamics of an electric crossover from next class up - that for larger EVs like, say, the Jaguar I-PACE.

In some ways, it's actually far more like a premium-badged model of that sort than the similarly-sized Volkswagen, CUPRA and Skoda models it shares its engineering with.

And is a more credible contender in this usefully updated form. If you're looking at a premium mid-sized EV crossover like that Jaguar, we think you should be looking at a Q4 e-tron too because it'll satisfy you in much the same way.

If that's your perspective, the quite ambitious prices being asked here further up the range will seem reasonable.

If it isn't, you'll start to question just why a car which shares pretty much every significant aspect of its engineering with comparable Volkswagen, Skoda and CUPRA EVs can be worth so much more.

A matter of perspective then.

With Audi, it was ever thus.