Audi Q8 e-tron

Audi doesn't like its products falling behind the technological curve but it's very first EV, the large e-tron SUV, quickly did following its introduction in 2018.

Heavy weight, clunky looks and batteries that weren't large enough or dense enough all counted against the e-tron and its slightly sleeker showroom stablemate, the e-tron Sportback.

More than a facelift was needed.

More than a facelift is what we got in 2022 in the shape of this car, the Q8 e-tron. The fundamentals here were the same as those of the old e-tron SUV.

And you could still have a swoopier Sportback version (which we've covered in a separate Review); it's the standard SUV body shape we focus on here.

The advanced tri-motor powertrain that featured on top of the range e-tron S models in the previous line-up was carried over as well - to the meaner-looking SQ8 flagship model.

More significant was that the twin electric motor quattro variants further down the range offered a much greater driving distance between charges of their much bigger batteries.

Plus there were slight styling and trim changes too.

It was a worthy effort to try and save this design but ultimately, it didn't pay off and production ended in 2024 and the car was not replaced.

Two Q8 e-tron body styles were offered, the Sportback or the standard SUV - which is our focus here.

At first glance, you might not think the styling changes made over the old e-tron model to be that dramatic but they were enough to usefully benefit the aerodynamics, which on this SUV version improved from 0.28 to 0.26Cd.

In profile, you'll note this Q8 e-tron SUV's boxier silhouette; unlike the Sportback variant, all versions came with roof rails.

Wheel sizes vary from 20-inches, right up to the 22-inch rims many original owners chose.

Compared to the old e-tron, the smarter grille (illuminated on top models) also has electronically-controlled cooling ducts and is set within a reprofiled bumper.

Plus the standard LED Matrix headlamps gained new functions.

And the tail lamps were revised too, above another restyled bumper.

A previous e-tron SUV owner will find less that's new inside - but less needed doing there.

Audi insisted that it was different though, primarily in its eco-friendliness.

Otherwise, not much at all changed as part of the Q8 e-tron update.

Which means this cabin probably won't feel as futuristic as in a rival BMW iX, Mercedes EQE SUV or even Audi's own e-tron GT quattro; but then it wouldn't do because all those cars are clean-sheet designs based on bespoke EV platforms.

This one is rather less EV-unique underneath, so perhaps it's not surprising that, at first glance, it feels just like any other large Audi from this period to sit in up-front; mainly because of the familiar three-screen format, with upper and lower ones on the centre stack, respectively 10.1 and 8.6-inches in size; and Audi's usual 12.3-inch 'Virtual Cockpit' display facing you through the restyled three-spoke steering wheel.

The SQ8 variant gets an extra, more focused 'e-tron Sport' layout to add to the two usual layout options - 'Classic' and 'Sport'. A wrap-around trimming arc envelops the outer perimeter of the e-tron-branded dash, the fascia designed with the different architecture it needs to be able to sweep out and incorporate the sometimes-fitted optional virtual mirror screens.

Also rather different is the wide, open centre console between the seats, which of course on an electric car like this doesn't have to accommodate a bulky transmission tunnel.

So the brand instead created a multi-faceted compartment to fill the space, a storage area which looks like it should be lidded but isn't and which rests on open sidewalls, intended to lend to it the feel of a light, sleek sculpture.

An acquired taste is the unusual gear selector, operated by a hand rest which appears to 'float' above the console and is activated by a one-touch action conducted with either thumb or index finger.

But the leather-stitched seats are superbly comfortable - especially the special S Sports seats of the top SQ8 - and position you fairly loftily. Let's consider the rear, where this SUV model gives you 14mm more headroom than its e-tron predecessor - which will help six-footers considerably.

With the SUV body style, the powered tailgate rises to reveal a decently-sized 660-litre boot - that's 45-litres bigger than the alternative Sportback body shape.

There's also a useful under-floor storage area.

Fold down the rear bench (which folds conveniently in a 40:20:40-split) and 1,637-litres of capacity is freed up.

That's 70-litres more than with the Sportback e-tron body shape. That's not quite all because as with all Q8 e-trons, you get an extra little carriage compartment at the front where the engine would normally be, though it's mostly taken up by the charging leads.

You could put a laptop or a small bag there though.

Prices for this Q8 e-tron SUV start from around £31,400 (around £35,250 retail), which gets you a base 50 quattro 95kWh model with base 'Sport' trim on a '22-plate.

The 55 quattro 114kWh model you're more likely to want costs from around £35,400 (around £40,250 retail) with base 'Sport' trim on a '22-plate.

The uber-rare tri-motor SQ8 e-tron values in SUV form with base 'Black Edition' trim on a '23-plate from around £43,300 (around £48,500 retail).

All quoted values are sourced through industry experts cap hpi.

Click here for a free valuation.

You're going to need to be aware of a number of issues if you commit to an Audi Q8 e-tron, these mainly centring around charging, software, suspension, braking and efficiency.

Let's start with the battery stuff.

Some owners have reported issues with the charging system stopping the car from charging correctly.

We also heard of over-heating charging cables - and there was a recall from Audi related to the 220V/240V compact charging cable potentially over-heating when used in concert with an incorrectly sized or overloaded plug outlet.

They have also been reports of water entering the high voltage battery in a few cases. On to infotainment.

Some buyers have experienced problems with the infotainment system freezing or becoming unresponsive and there have also been connectivity glitches and software update errors.

As for driving stuff, well we've heard of suspension creaking caused by worn bushings or dry joints.

And a few owners have experienced brake regeneration lag, affecting driving smoothness and running cost efficiency.

Some owners have complained that this car's real-world driving range is significantly lower than the official figures, particularly on motorways and in colder weather. We've heard of issues with the electrical warning lights, problems with the 12V battery, issues with the steering rack and shaft connection and, in a few cases, there have been leaks from the sunroof.

You might want to steer clear of models fitted with the virtual side mirrors, but if you're tempted, try before you buy.

(approx based on a Q8 e-tron 50 quattro 2022) - Ex Vat - autopartspro.co.uk) A pollen filter costs in the £19-£42 bracket.

Front brake pads sit in the £30-£98 bracket for a set; for a rear set, it's around £28-£81.

Front brake discs sit in the £50-£151 bracket.

Rear brake discs sit in the £60-£145 bracket.

A wiper blade is in the £7-£13 bracket.

A set of shock absorbers can sit in the £98-£290 bracket depending on the brand you choose.

The reason why not enough people bought the e-tron SUV in its original form wasn't hard to fathom; driving range.

The base '50' version could only take you 212 miles, less than some EV superminis.

As part of this Q8 update, the offending 71kWh battery of that old car was junked in favour of the much gutsier 95kWh one of the base Q8 50 e-tron model that takes the car (a still not exemplary) 281 miles.

If you want to do better, the pricier Q8 55 e-tron variant has a huge 114kWh battery capable of 330 miles between charges, which is much more like it. Both models retained a motor on each axle, hence the quattro four-wheel drive system designation.

The rear one though, was improved as part of the Q8 update, using 14 coils instead of the previous 12, which pushed power up to 340PS in the Q8 50 e-tron, 27PS more than before.

The Q8 55 e-tron has the same 664Nm torque figure, but serves up 408PS.

If you want more, try the top tri-motor SQ8 model, basically the old e-tron S, which means you get an extra motor at the back.

With that, there's 503PS and an enormous 973Nm of torque, powering the car to a top speed of 130mph. Across the range, sprightly performance depends on selection of a 'Dynamic' drive mode that rather decimates the quoted range figures; to get closer to those, you'll need to keep more regularly in the drive select system's 'Auto', 'Comfort' or 'Efficiency' settings.

Air suspension is standard with all Q8 e-tron variants and the ride height can be adjusted, with the 'Efficiency' mode lowering it by 27mm and 'Off-road' mode (yes, there is one) raising the car by 52mm.

The steering's still Q5-derived, while much of the suspension uses Q7 bits.

As with other electric cars, the low centre of gravity should help in reducing body roll. The base Q8 50 e-tron variant offers charging performance of up to 150kW; with the 114kWh battery of the Q8 55 e-tron or the SQ8 (106kWh of which is usable), charging performance rises to 170kW.

Either way, at a public fast charger, your Q8 e-ton should charge from 10-80% in around half an hour. For a home wallbox or a public AC charger, the Q8 e-tron charges at up to 11kW and Audi offered an optional AC charging upgrade of up to 22kW.

Under ideal conditions, the Q8 50 e-tron can completely charge in around nine hours and 15 minutes on a 11kW power source - and in around four hours and 45 minutes on a 22kW power source.

The Q8 55 e-tron's larger battery will charge in around 11 hours and 30 minutes at 11kW - and six hours at 22kW.

A completely new design would normally have been needed for the kind of seismic step forward Audi took with this Q8 e-tron over the previous e-tron SUV model.

Instead, we were here given a remarkably far-reaching facelift.

Which was almost (but not quite) enough to make this Q8 e-tron the kind of credible alternative to a BMW iX or a Mercedes EQE SUV that its predecessor could never have been.

It didn't help that original buyers had to stretch up to the pricier '55' variant to get really decent operating range; and most customers continued to prefer the more avant-garde Sportback version of this car (which we've covered separately). Still, if you need the practicality of this SUV body style and you can stretch to a version with the larger 114kWh battery, the Q8 e-tron is a reasonable contender in this class.

And a much better showcase for the unique tri-motor technology in the top SQ8 model, engineering that rivals of the time never got near to replicating.

That's very vorsprung durch technik.

But for real sales success, the rest of the range needed to be more advanced than this model turned out to be.