Audi has rebooted its first electric vehicle, the E-tron, for 2024, complete with a new name, badging and enhanced aerodynamics.
The Q8 E-tron and Q8 Sportback E-tron, rebadged to reflect their position as Audi’s all-electric flagships, still look very much like Audis.
That is part of the plan: Audi thinks traditional fans of the brand, as well as early EV adopters, are just as eager and willing to consider one of the two EVs.
Car and Driver calls it “gimmick-free and more subtle than rivals from BMW, Genesis and Tesla.”
While the exterior still says Audi, the gear in the belly is where the big changes rest.
A bigger, lithium ion battery with 114 kWh helps range improve about 30 percent to 285 miles on the Q8 E-tron and up to 300 on the Q8 Sportback E-tron.
Peak horsepower is 402 and the top speed is 124 mph. Overall curb weight increases by 11 pounds.
The Q8 E-tron’s rear-biased drivetrain features two motors, and for 2024, the rear motor features two extra windings, up from 12, allowing it to create a stronger magnetic field from the same amount of electricity. The update creates more torque and lower energy consumption.
With 170 kW DC fast charging, the Q8 E-tron can be charged to 80 percent from 10 percent in 31 minutes, Audi said.
Range is also enhanced by an 8 percent increase in aerodynamic efficiency, mostly as a result of the Q8 E-tron’s revised front air curtains, electric grille shutters and front wheel spoilers. The drag coefficient was reduced to 0.27 from 0.28 on the Q8 E-tron and to 0.24 from 0.26 on the Q8 Sportback E-tron.
The second-generation EV is available in Premium, Premium Plus and Prestige trims. The base price increases by $3,600 over the outgoing model to $75,595, including shipping, but the EV offers more range and Level 2 adaptive cruise control.
We’ve rounded up some reviews from the automotive press.
“I’ve driven plenty of electric SUVs and crossovers, some through the same coastal roads I experienced last week, but this ride felt different in a lot of ways. When I turned out of the hotel, I naturally gunned it to see what the Sportback e-tron could do. Admittedly, I was underwhelmed by its giddy-up, but I could immediately tell this was a pretty heavy vehicle.
“Although its 0-60 time is nothing to drool over, the acceleration grew on me because of the overall ride. It is so smooth and quiet that you don’t even notice the acceleration. I found myself suddenly going 25-30 mph over the speed limit (nobody likes a snitch) without a single hair on my neck standing up – it just felt natural.
“Since some of our route went through spotty cell areas, we used Audi’s UX navigation for the route rather than Apple CarPlay. That being said, I connected to CarPlay wirelessly and only had one issue — whenever I got a text, the center screen would switch over to CarPlay, and I’d have to tap back to Audi navigation. Kind of annoying, but I had my next two turns on display in front of me thanks to the HUD, which was top-notch, in my opinion.
“The haptic touch took me a while to get used on the center screen as, at first, I wasn’t tapping hard enough for it to register. Once I got the hang of it, I still saw some delays between the tap, the haptic buzz and the actual action taking place. This was by no means a deal breaker, but the software could be optimized a bit for responsiveness.
“The menu was easy to navigate, though I found the tap-through process for certain menus a bit too labyrinthine, especially while driving. I would have liked the drive mode menu to be a bit easier to access as I shifted through the modes often to get the full experience. In the Q8 e-tron Sportback, I felt the most at home in Auto Mode.”
— Scooter Doll, Electrek
“The regenerative braking system doesn’t offer a full one-pedal driving mode, and the selectable regen (handled by the steering wheel paddles) isn’t strong enough for my liking. EV first-timers might like it since it feels akin to engine braking in a gas car, but I wish Audi gave folks the option for full-fat 1PD. The car will hold your regenerative braking preference if you’re in Dynamic or Eco modes, but in any others, it will revert to the least aggressive setting the next time you touch the accelerator, making it feel a bit inconsistent.
“Beyond that complaint, however, I genuinely enjoy driving the Q8 E-Tron. With standard four-corner air suspension and adaptive damping, it was a refined and comfortable car in which to tootle through all that construction traffic, dispatching hard-edged expansion joints with poise and control. Even in its cushiest setting, the suspension is still reasonably firm – more so at freeway speeds when the car automatically hunkers down lower for aerodynamic reasons – but it never feels harsh or unyielding. There’s always a thick layer of buttercream frosting between you and the potholes below.
“The E-Tron is also impressively hushed at speed thanks to the sleeker aerodynamics and the dual-pane acoustic side glass that comes standard on Premium Plus, Prestige and Launch Edition models. There’s a hint of wind noise coming over the windshield header, but it isn’t distracting in the slightest. In fact, Audi doesn’t even add faux electric propulsion noise except at low speeds to warn pedestrians. Anthony Garbis, the company’s senior manager of product planning, said this was a deliberate move that both showcased the Q8 E-Tron’s zero-emissions raison d’etre and called out competitors for using propulsion audio to mask road noise.”
— Brett T. Evans, InsideEVs
“More important are the tech upgrades. Five years is a long time in the world of electrification, and battery energy density is always improving. The entry-level 50 version sees its usable capacity rise from 71 to 89 kWh, while the 55 model (and performance-oriented SQ8 E-tron) goes from 89 to 106 kWh, which may be more than the coming Kia EV9. Now we’re talking.
“The motors have also been revised, and the car’s aerodynamic efficiency further optimized. Audi claims a range of ‘up to 330 miles’ for the 55, and DC charging speeds are improved, too. These have gone from 150 to 170 kW, though that’s still some way off the 240-kW limit enjoyed by the excellent Genesis GV70 and others. The battery will go from 10 to 80 percent charge in 31 minutes, but this time that can’t beat the EV9’s 800V electrical architecture, which can do the same in under 25 minutes.
“The Q8 E-tron has also gained some dynamic improvements. The steering is faster and more alert, the suspension has been finessed — all versions ride on air springs— and the stability and traction control algorithms have been tweaked. The 55 has a total of 402 bhp and 490 pound-feet of torque, and it sits between the 335-bhp 50 version and the 496-bhp SQ8. That one gains a third motor.
“The dual-motor 55 is a car that has an imperious feel without being what you might call interactive. But then no electric SUV is truly working off a mission statement to entertain — not least because, regardless of the chassis wizardry or engineering smarts at play, the E-tron weighs north of 2.5 tons, and the physics at work are immutable.
“It’s certainly up there with the BMW iX, although like all premium German machines of this ilk, there’s still a lurking and spurious emphasis on ‘sportiness.’ For what it’s worth, zero to 62 mph takes 5.6 seconds, and its top speed is 124 mph. Not one for a YouTube-friendly drag race film, then.
“Far better to settle into a gentler groove, one that’s only interrupted by a ride quality that can be a little firm, particularly on the U.K.’s appallingly maintained B roads. The powertrain is silky in operation, the controls smoothly modulated. You can adjust the amount of regenerative braking on the fly via steering-column-mounted paddles, or leave the car to take charge itself in the adaptive drive mode.
“During a 100-mile trip that mixed back roads with freeway in unpleasant weather conditions, I was averaging 2.5 miles/kWh, for a total range of around 270 miles. Although some way short of Audi’s claim, it’s about what I’d expect in real-world conditions. And tolerable.”
— Jason Barlow, Wired
“It’s not a profound facelift that Audi’s made to its flagship electric SUV, but the Q8 e-tron is one of the easiest ways to go electric – you’ll hardly notice you’re doing it. It hits all the right Audi notes of premium, solid quality without resorting to brash gimmicks to try and get you to notice it.
“It’s heavy, yes, and expensive, too, so it’s hardly like it’s making electric propulsion available to the masses and has no particular claims to be saving the planet. This is the electric vehicle as a luxury tool, and as a refined, imposing grand tourer it makes a solid case for itself over most of its electric rivals.
“Audi will tell you about torque vectoring and improved dynamics, and may even try and upsell you to a triple-motor 496bhp SQ8 with a 284-mile range, but don’t be fooled. This is a 2,500kg+ car that you’ll never throw around with intent, it’s a waft-express that’s comfy, isolating and quiet. An easy to live with safe-bet, if your pockets are deep enough.”
— Sam Burnett, Top Gear
“Changes to the Q8 E-tron’s steering and suspension improve the driving experience. A quicker ratio of 14.6:1 instead of the previous 15.8:1 results in a more responsive wheel. The front suspension gets a stiffer bushings, and the adaptive air springs, which offer 3.0 inches of height adjustment, soak up bumps and ruts with aplomb. Along with the suspension settings, the Q8 offers seven different drive modes, which alter ride height, accelerator response, steering feel, stability control programming, and power delivery. Brake-energy regen can be adjusted via paddles on the steering wheel, and the most aggressive setting will just about bring the car to a complete stop. The brake feel is fantastic, with no grabby spots in the pedal travel as the Q8 transitions from regen to friction braking.
“As is often the case on California’s Highway 1, we had to stop several times due to road construction. In the Q8 E-tron Prestige, with its massaging seats, the delay afforded the opportunity to kick back and admire the drifting coastal fog as it floated gently over the panoramic glass roof. Well, during the second stop, we were able to do this. The first one was spent delving through the extensive menus in the 10.1-inch upper display screen to figure out how to turn off the various lane-keeping beeps. For the record, it’s in both the settings menu and on the end of the turn-signal stalk.
“The Q8 is screen-heavy, with a second display for climate controls below the main infotainment screen. There’s also screen-based instrumentation, and in the Prestige trim we drove, a head-up display. The Q8’s interior is much like the exterior, with a design that could be more radical but certainly won’t upset anyone. The center console layout doesn’t make the best use of space for storage, with cupholders crammed up against the shifter and the vertical phone slot, but there is a left-side drawer in the dash that’s perfect for parking-garage tickets and secret snacks. Human space is excellent; the seats are comfortable both front and rear — even in the sloped-roof Sportback.
“Electric vehicles and SUVs lend themselves to comfort and luxury. Audi was wise to recognize that and not attempt to make the Q8 too focused on handling or acceleration. The improved range means less worry about recharging, allowing drivers to relax and enjoy the smooth, quiet ride.”
— Elana Scherr, Car and Driver
“The Q8 E-tron lives up to its billing providing an extremely smooth and quiet ride. Whether I was on cruise control at 80 mph on the 101 or moving along cracked and uneven side roads, there was very little cabin noise. That wasn’t always the case in my time driving a model with larger-than-standard wheels, though — there was a noticeable increase in road noise hitting the cabin. Though it may not look as cool, I’d recommend going for the smaller 20-inch wheels to get more tire between you and the road. This is a luxury SUV, after all.
“The adaptive air suspension definitely deserves some credit for the ride quality, which can be adjusted for both height and firmness depending on the drive mode you select. Though ‘dynamic’ mode is available for the sharpest performance, keeping it in ‘comfort’ I still felt like there was far less side-to-side body movement than to be expected — and of course, it was far less harsh. Paired with a new tighter steering ratio, the Q8 E-tron felt more nimble than I expected for a 5,800-pound SUV.
“With 402 horsepower available flowing through dual electric motors, the Q8 E-tron is plenty fast. As I remarked at a lunch break halfway through our drive, ‘This thing hustles more than anyone would ever expect a big SUV to.’ The 5.4-second 0-60 time is subtly faster than the gas-powered Q8 and is absolutely ‘enough’ for any normal driver. Like all EVs the power is available instantly, all the time — and the dual motors will provide peace of mind in inclement weather.
“Audi’s drivetrain programming is great, too. Power is delivered smoothly at all speeds, though there’s a wide variation in pedal responsiveness between ‘efficiency,’ ‘comfort,’ and ‘dynamic’ mode. In the latter you unlock an extra portion of ‘boost’ power, bringing a little extra shove. In regular driving, I appreciated the intelligent transition between coasting at high speeds to regenerative breaking at lower speeds and in corners. Though you always have the option of flipping the wheel-mounted paddles for on-demand energy regeneration.”
— Andrew Martonik, Digital Trends
“For the purposes of a road trip like this one up the coast and back from Healdsburg in Sonoma wine country, the Q8 E-Tron is now good for 285 miles with its SUV body style, and 296 for its ‘Coupe’ body style that to date has represented only about 10-15% of sales. That’s a substantial improvement over the outgoing SUV’s 226 miles thanks to a new, more efficiently designed battery pack good for 114 kilowatt-hours versus 95 kWh. It also charges quicker: a still so-so 170-kW max versus 150 at public fast chargers. AC home charging is either an equally so-so 9.6 kW or, with the optional second charger, a nutty 19.2 kW that should futureproof your car for whatever advanced home chargers are introduced (my state-of-the-art Wallbox Pulsar tops out at the same 11.5 kW as many of today’s other EVs). All told, I would return after a day of driving – mostly leisurely, but some bits more vigorous – with 61 miles left. Good thing it got those 59 extra miles, eh?
“Besides the upgraded battery, those extra miles also result from the redesigned exterior’s aerodynamic improvements that reduce drag by 6%. They also improve cabin noise, which Audi says is as quiet or quieter than the A8. Or, if you prefer, my iPhone’s decibel meter app registered an average of 44 dB during a two-minute steady cruise at 60 mph. That’s basically the same volume as an RS Q8 … parked.
“With that in mind and the Bundeswehr troop transport still waiting for the light to turn green, it was time to make sample of the Q8 E-Tron’s Bang & Olufsen sound system. Because, wow, is it ever good. The combination of silent car, soft-touch interior surfaces and whatever speaker magic B&O cooked up results in the closest thing you can get to a rolling recording studio. I heard things for the first time in tracks I’ve listened to countless times: birds chirping in Daisy the Great’s ‘Record Player’ and water babbling at the end of Lord Huron’s ‘The Night We Met.’ I could hear individual Dua Lipa’s singing with Elton John on their quasi-duet of ‘Cold Heart,’ and a lot more of Alanis singing backup for Dave Matthews on ‘Spoon.’ I could swear the tambourine in the Beatles’ ‘Day in the Life’ was literally in the car banging away against the dead pedal.”
— James Riswick, Autoblog
“Torque delivery is smooth and satisfying but acceleration is not neck-snapping — wait for the SQ8 coming later this year to feel that. Range is 285 miles for the SUV, 296 miles for the Sportback S Line, which have about 6 percent less drag than the outgoing E-Tron. The greatest range is with the base Sportback with the Ultra package that is rated for 300 miles from a single charge. It has 19-inch wheels with low resistance tires and a lower suspension. And the Sportbacks don’t have roof racks, only the standard Q8 SUVs do.
“Electricity comes from the new 114 kWh battery pack that has 36 modules, each with 12 stacked prismatic cells that provide about 20 percent more capacity while adding little weight and fitting into the same space as the battery in the original E-Tron.
“New Level 2 charging at 19.2 kW cuts charging time to about 6.5 hours or it recharges in about 13 hours at 9.6 kW. The Q8 uses a 400-volt system. Audi will debut the 800-volt system on the Q6 E-Tron coming next year, which will be the first Audi on the Volkswagen Group’s new Premium Platform Electric (PPE) platfor
“The other area that usually gives away an EV: harsh braking and aggressive regeneration that can take some getting used to. In the case of the Q8, the braking feels natural and seamless. You can be forgiven for thinking you are in an ICE vehicle. You can adjust the amount of regenerative braking with the paddle shifters on the steering wheel but the sensation is on the mild side. And there is no one-pedal driving with the Q8 E-Tron models.
“A quicker steering ratio and stiffened control arms shone during a day of twisty driving along California’s Pacific Coast and then wending through the redwood forests. Steering was just heavy enough to feel connected to the chassis without tipping the scale towards burdensome.”
— Alisa Priddle, Motor Trend