Launched in 2023, the Audi Q8 e-tron is essentially a facelifted version of the brand’s old flagship electric SUV, the e-tron. The updated model brings improved efficiency, speed and comfort compared to the old model as Audi looks to establish itself in a segment that has become increasingly competitive over recent years. But is the Q8 e-tron good enough to keep pace with the likes of the BMW iX, Mercedes-Benz EQE SUV, and Jaguar I-Pace in the premium electric SUV market? Here is what we think.
In re-engineering the original e-tron SUV, Audi has come up with a far more appealing electric flagship. While the old car was still excellent, it had key flaws, notably the range. By making improvements to charging speeds, efficiency and economy, Audi has once again come up with one of the very best premium electric SUVs. The interior remains one of the most high-end you’ll find in any electric car and, while it’s not the sportiest option, it’s still a hugely appealing choice.
Jack is an experienced motoring journalist who has been covering the latest new-car releases for the last 10 years.
Read bioPrices for the Q8 e-tron kick off at £67,800 for the entry-level 50 Sport model, with higher-spec versions of the more powerful 55 Sport and SQ8 rising to as much as £114,500. The car is also available in a more sloping and stylish Sportback shape, which costs £2,500 more than the standard edition. In the second-hand market, stock remains limited, although a search on AA Cars reveals that low-mileage used models can be picked up for between £40 and £50,000. While this may seem like excellent value on the face of it, be aware that used EV values have fallen dramatically over recent years and depreciation is a real concern for owners.
The Q8 e-tron is available with a choice of two electric powertrains, both of which utilise Audi’s dual-motor quattro all-wheel drive system. The less powerful 50 model comes with an 89 kWh battery, producing 340 bhp. Elsewhere, the 55 and sportier SQ8 get the same 106kWh unit, with the latter also given a third electric motor to ramp up power. As a result, the range-topping model produces 503 bhp, compared to 408 in the 55. All versions of the Q8 e-tron use Audi’s single-speed automatic transmission, which is typical of the systems found in most EVs.
Driving the Q8 e-tron is a quiet and refined experience regardless of trim level or model. For a car of this size, the SUV is surprisingly impressive around town, where its light steering makes it feel significantly smaller than it actually is. This is not what it was designed for however and the Q8 e-tron really comes into its own when it gets out on more open roads. Despite not having the biggest range compared to some of its competitors, it remains one of the very best motorway milers that money can buy. Audi has gone to great lengths to make sure that the experience is not ruined by wind noise, and even at high speeds, the car remains almost eerily quiet. While the car is perhaps not the most fun or engaging electric SUV out there, very few can come close to it when it comes to comfort and refinement. No matter where you are, driving the Q8 e-tron is an incredibly relaxing experience.
The Q8 e-tron delivers a cushioned and comfortable ride, rather than anything particularly exciting, and in a car of this type, that is not necessarily a bad thing. The majority of trim levels come with air suspension fitted as standard, allowing the car to smooth out whatever potholes, speed bumps or general imperfections that come before it. At high speeds the car is a smooth and relaxed cruiser, but there are a few issues when the road gets bendy. As a big tall SUV, body roll is especially noticeable if you try to attack a corner with any real vigour, and even the hotter SQ8 model lacks the precision and sharpness of a Jaguar I Pace or BMW iX. That being said, the steering is accurate – if a little on the light side. This only adds to the relaxed feeling and the overall ride remains soft and controlled. Interior and features
Where the Audi falls short when it comes to driving thrills, it more than makes up for in interior style. The car certainly feels like a premium flagship Audi, with the cabin crammed with lashings of leather and other high-end materials. The German firm has left no stone unturned, packing the cabin with soft-touch surfaces and aluminium accessories to give the car a genuinely upmarket feel. As has become customary with modern Audis, the dashboard of the Q8 e-tron is largely handed over to two stacked touchscreens – one for infotainment and another for climate control. While traditional buttons would be preferable for the latter, the modern system is at least clear and easy to use.
The Audi also makes the most of its hefty size and all passengers can enjoy generous leg room regardless of where they are sat. The sense of space is only added to by choosing the optional panoramic roof, which allows light to pour in from above. The only real downside of the interior can be found in the middle of the three backseats, which is pretty hard and uncomfortable compared to the other positions in the car.
The standard Q8 e-tron boasts 569 litres of boot space, although this reduces to 528 litres in the more expensive Sportback versions. With the back row of seats folded down, the SUV offers an even more impressive 1,637 litres, in addition to 62 litres of storage under the bonnet, perfect for keeping charging cables. The boot also benefits from a small loading lip for improved practicality. Elsewhere, the car enjoys generous cabin storage with deep door pockets and a generous centre console. The only real issue with this is that the sides are open, which can mean items fall out onto the floor.
Audi hasn’t skrimped when it comes to giving the Q8 e-tron the very best tech it can offer. As a result, all cars come as standard with 10.1 and 8.6-inch dual touchscreens, LED headlights, heated seats, wireless Apple CarPlay and Android Auto, adaptive cruise control and front and rear parking sensors. Higher spec cars have also been given Bang & Olufsen audio, larger wheels, a head-up display and cameras in place of wing mirrors, adjustable via a touchscreen on the door. That last option is a £1,750 extra on more basic cars and in truth it just feels like a gimmicky solution to a problem that didn’t exist in the first place.
There are three models of the Q8 e-tron – the 50, the 55 and the SQ8 – all of which are available in Sport, S Line, Black Edition and Vorsprung trim levels. While each trim level adds higher levels of tech, even the base models are seriously well-kitted out and offer the best value of the range. The car is available in a wide choice of colour options, including Glacier White, Mythos Black, Navarra Blue, Magnet Grey, Chronos Grey and Ultra Blue.
The Audi Q8 e-tron comes crammed with state-of-the-art safety features including autonomous emergency braking, lane-keeping assist, adaptive cruise control and traffic sign recognition. As a result, the car scored the maximum five-star rating when it underwent testing by Euro NCAP. When it comes to reliability, owners have not reported any major issues, with the car benefitting from Audi’s legendary build quality. On new cars the brand even offers battery warranties lasting eight years or 100,000 miles for extra peace of mind.
One of the biggest criticisms of the old e-tron was that its range failed to keep pace with many of its rivals. To combat this, Audi has given the Q8 upgraded improved battery technology and aerodynamics. According to official WLTP figures, the 50 model can achieve up to 292 miles on a single charge, with the 55 capable of 333 miles. Charging speeds have also been improved, with all models able to top up from 10 to 80% in around half an hour using a rapid charger. Following recent law changes, the Q8 e-tron is no longer exempt from road tax. According to the government, electric vehicles registered on or after April 1, 2025, must now pay £10 in their first year, and £195 after that. The car is also now subject to the Expensive Car Supplement, which costs an extra £425 a year for five years, applied from the second year of registration.
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