Audi Q8 Sportback e-tron (2023) - Test | General information

The Audi Q8 e-tronSportback is an electric SUV technically identical to the Q8 e-tron but with a different body silhouette. Despite the name change, it is an update of the Audi e-tronSportback, whose marketing began in 2019.

There are three versions that differ by power: 50 e-tron with 340 CV, 55 e-tron with 408 CV, and SQ8 e-tron with 503 CV. They are on sale for €87,110, €97,110, and €109,010 respectively (prices for the Audi Q8 e-tronSportback range). The first two hit the market in November 2022, while the sporty SQ8 e-tron does so in May 2023. All have all-wheel drive thanks to the use of two engines, except for the SQ8 e-tronSportback, which has three (one for the front wheels of 169 CV and two for the rear of 133 CV each).

By size and approach, the most similar alternatives to the Q8 e-tron are the BMW iX and the Polestar 3; the Mercedes-Benz EQE SUV is somewhat smaller. None of these models has a silhouette like the Q8 e-tronSportback, which can be reminiscent of a coupe. Taking the most recent novelty, the SQ8 e-tronSportback, as a reference, its price is higher than that of similar versions of the BMW iX and Polestar 3. Of course, it is the one that accelerates the fastest from 0 to 100 km/h and the one that reaches the highest speed tip.

With respect to the Audi e-tronSportback, the Q8 e-tronSportback presents changes in the front and rear design, in the batteries so that the autonomy is greater (in some cases, they also admit greater recharging power), in the aerodynamics, in the direction, in the suspension, and in the equipment. Also in engines, to make them more efficient.

Despite all the changes, the driving feel of the Audi Q8 e-tronSportback is very similar to that of the Audi e-tron it replaces and we still find it to be a very pleasant model to drive (Driving Impressions). There's no new inside, so the 2020 Audi e-tronSportback Interior Impressions still stands. In general, it is a wide car; Its silhouette makes it lose headroom compared to the Q8 e-tron, but there is no lack of space in the rear seats.

The autonomies are 501, 595, and 465 kilometers for the 50, 55, and SQ8 versions respectively. It is a clear improvement over what happened with the Audi e-tronSportback (346, 417, and 368 km). Audi has also improved the charging process, although only in the two most powerful versions since they support powers of up to 170 kW, instead of the previous 150 kW (which is what the 50 e-tron version charges).

The increase in autonomy has been achieved mainly by changes in batteries. The Q8 50 e-tron has a useful capacity of 89 kWh (95 kWh gross) and the Q8 55 e-tron and SQ8 e-tron have another 106 kWh net (114 kWh gross). Before, the batteries were 71 and 95 kWh (64.7 and 86.5 gross kWh). They occupy the same place as before, so they have more energy density because Audi has optimized the packing of their cells. Another change in the batteries has been their chemistry, although Audi has only told us that "one of the three components of the cathode has changed" (we assume that they have increased the proportion of nickel).

The range of the Q8 e-tronSportback is longer, not only because it has a larger capacity battery but also because it has better aerodynamics than the e-tronSportback (the previous model). The Cx drops from 0.26 to 0.24 in the best of cases. Most of this aerodynamic improvement is due to changes to the underside of the car: there are new spoilers to direct airflow around the wheels and larger front axle spoilers. Audi also says it's "using a self-sealing system for the first time," which is a rubber gasket around the louver that opens and closes airflow to the radiator. This joint, due to the effect of air pressure, seal the gaps between the slats when they are closed in order to increase aerodynamic efficiency.

Some of the equipment improvements are the Digital Matrix Led matrix headlights. In the information on the Audi Q8 e-tron, we give more information about what has changed in this section.

The Q8 e-tronSportback measures 4.92 meters in length, 1.94 meters in width, and 1.62 m in height (the Q8 e-tron is identical except that it is slightly taller, 1.63 m). The SQ8 e-tronSportback is 39mm wider. The rear trunk has a capacity of 529 liters and the front 62 liters.

I have driven the Q8 e-tronSportback 55 (408 hp) with the option of 21-inch wheels. It seemed to me like a car with a very natural touch and which one gets used after a short period of time. Audi has always been known for making cars like this and the Q8 e-tron is no exception.

One of the most important changes in the chassis is in the direction. It has a lower ratio (14.6 to 1 versus 15.8 to 1) and, in addition, the bushings through which it is attached to the subframe are harder. I do not know to what extent these changes affect the perception of the driver, because the previous Audi e-tron was already characterized by having pleasant and precise steering. There are also other minor changes to stability control, air suspension, and a bigger difference between the different driving modes.

The Q8 e-tron does not seem particularly heavy (when it is: its mass is 2585 kg) if you practice normal or normally agile driving. It doesn't feel slow or sluggish when entering corners, and the standard air suspension does a good job: it gives a good level of comfort and adequately contains body movements. In addition, the feel of the brake pedal is very successful. Unlike other electric cars, it is easy to stop the vehicle smoothly and progressively.

I have not stepped on the accelerator fully, but surely the power will be more than enough to solve any circumstance that may occur on the road. Surely, version 50 also perfectly complies with the benefits. The most important difference between the 50 and 55 versions is the size of the battery and, therefore, the autonomy. Whoever uses the Q8 e-tron to travel will find the 55 version much more appropriate, although it is overpowered on all sides.

I can't say much about consumption because the test conditions have been a bit peculiar. The route combined mountain roads with some highways and cities. The driving rhythm was calm and only occasionally did I exceed 100 kilometers per hour. Consumption has been around 23 kWh/100 km (with outside temperatures between 20 and 30 degrees Celsius), which would give a range of just over 450 kilometers with a full battery recharge (the approved data is 595 km ). I do not know the consumption that can be achieved at more or less sustained speed on expressways.

From the paddles behind the steering wheel, it is possible to adjust the level of recovery and electric retention on several levels. In addition, it is possible to choose an automatic recovery mode, which regulates the deceleration in relation to the vehicles in front and the characteristics of the road.

The driving aid that I have tested the most has been the predictive efficiency assistant. This system, using data from the navigation system and the front camera, works in conjunction with the active cruise control to maintain the selected speed or reduce it conveniently not only when there is a vehicle in front, but also when approaching a curve that requires a lower speed, a roundabout, a speed limit or a motorway exit. In general, the operation is very good because it modulates the speed smoothly and progressively, making the driver more relaxed. However, it should be noted that the car adapts quite scrupulously to the speed indicated by the road at all times; This means that sometimes we will drive clearly slower than the majority of road users (for example, at the exit of a motorway or when arriving at a roundabout).

What has cost me the most to get used to has been the optional screen rear-view mirrors (image), to which I find no use other than a small aerodynamic gain. When I got into this Audi Q8 e-tron for the first time, my eyes went to where the traditional rear-view mirrors are located. However, in the Q8 e-tron, the image captured by the rear-view images is shown on screens located in the front door panel, in a somewhat low position. Another of the disadvantages that I find with these cameras, in addition to a lack of depth effect, is that the driver cannot vary the angle of vision by changing the position of his body.