2024 Audi SQ8 e-tron Sportback review

Audi has added e-tron variants to the Q8 range, including this rather racy looking, three-motor SQ8 Sportback. But is it another one-trick electric performance machine?

Audi’s Q8 range has undergone a few changes since we last drove one. In terms of variants, it’s Audi’s largest model line-up with six on offer. Seems people love their big luxo SUVs.

Audi might be in luck too; there’s a bit of belt tightening going on about the place, led by the more fiscally responsible govern-corp that’s in charge now.

And so it’s not a great look when the boss rationalises the workforce and then buys a new Bentley.

So as everyone is forced to pull the straps tighter, the top earners might get away with a new Audi Q8 instead; it’s still suitably luxurious but not quite so ostentatious or outrageously expensive as some of the top stratosphere SUVs.

And there’s now the option to go electric. You can still get the regular Q8 models, starting at $165k for the entry-level 55 TFSI (V6T, 250kW/500Nm) while you can also opt for a plug-in ($174k, 340kW/700Nm with 48km of electric range).

There are no more noxious diesels but you can burn plenty of hydrocarbons with the SQ8 ($212k, V8T, 373kW/770Nm) while the daddy is still the RS Q8 ($266K, 441kW/800Nm).

So to the new electric options. The 55 e-tron kicks things off at $166,490 while the S line version is $181,990. These both have 300kW and 664Nm, a huge 106kWh battery (114kWh gross) and a range of 560km for the entry-level model.

And then we get to what we have here, the SQ8 e-tron Sportback. This is $207,990, so is cheaper than its ICE counterpart and fronts with 370kW and 973Nm from its trio of motors.

Yes, this Audi has three motors, one on the front axle and two on the rear for extra sporty handling.

Dynamics over speed

While the 370kW figure might suggest surreal acceleration, especially with all wheels contributing to traction, this SQ8 e-tron is more about conquering the corners than slaying the straights.

And that’s more our cup of cocoa too. It’s not slow, registering the motorway limit from the on-ramp stop light in 4.5sec, but that’s actually four points slower than the gas-burning version.

That’s got something to do with all that electrical mass, the e-tron adding 2650kg worth of SUV to the road, some 410kg more than the V8-fired SQ8.

So you must be thinking; surely all that battery ballast hampers the handling? And yet you’d be surprised.

Having two motors on the rear axle (each with 98kW/309Nm, the front delivering 124kW/355Nm) gives this SQ8 active torque vectoring, the torque flow managed instantly and seamlessly between each rear wheel.

You can add a sports diff (and roll stabilisation) to your ICE SQ8, but that also adds $13k to the bottom line.

And while that’s effective, the electro-mechanical contraptions can’t beat the speed and efficiency of electric motors when it comes to managing traction.

With the weight contained within the wheelbase, there’s not quite the need for the active roll stabilisation, the roll bars and other bits firmed for action in the SQ8, while the adaptive air suspension has a sports tune, and is constantly monitored.

The steering ratio has been tuned for more direct action too.

A corner master

Heading into some winding roads, and switching into Dynamic mode (a slightly fiddly task as you poke away at the Drive Select button on the screen) the SQ8’s character doesn’t change dramatically.

There’s a slight firming of the progress and the motors switch to boost function, offering more thrust when you really pin it. And so the delivery is – how shall we describe it? – powerfully refined.

It’s quick but this doesn’t smack you hard like some others can. The steering sits delightfully on the lighter side of the heft ledger, yet still with enough resistance when you’re battling the bends to help improve your carving accuracy.

There’s just enough feedback too. And this thing really does hold a firm line through a corner.

Thanks to that active management of the torque across the rear axle, you can get the power on quickly and the SQ8 e-tron won’t push wide, staying locked on to the apex.

You really have to go animal style to induce any understeer. And even then, the big front tyres only let out a chirp; rarely do they squeal in protest.

Yes it’s weighty but it’s all in the right place so it turns with an ability that belies its size and mass. The front end feels unhindered, almost like there’s no motor up front at all.

It’s under deceleration that the weight rears its presence. But the brakes are up for it, the pedal action sound, blending the regenerative effect with the discs seamlessly.

The effort made to ensure this is quick through the bends rather than just blisteringly fast down the straights makes this a more likeable electric performance machine.

They didn’t find the need to add any sound, as it really isn’t necessary. And even the ride quality in the Dynamic setting doesn’t go to custard – everything’s performance refined here.

An Audi inside

There’s nothing untoward in the cabin as far as an EV goes; it’s all straightforward Audi fare.

There is a dual hi-res screen for the ‘touch response operating system’ which administers haptic feedback when you tap it, adding sensory excitement. The top screen accesses the nav, media etc with the usual swiping and tapping involved.

The one below has your go-to temperature controls and a few favourite/shortcut buttons that you can organise. We like that the gear selector doubles as a hand rest when you’re poking away at the controls.

The steering wheel is simple, circular even, and buttons are kept to a minimum, although this is because the cruise control is operated via a wand slung off the column but this does its job well.

The seat is firm but not too constrictive and with ample adjustment, although the steering column is a manual job, surprisingly. There’s typical Audi cabin construction and enough bright work to fascinate the magpies.

In the rear the lodgings are just as decent, the comfy bench accommodating three kids or two adults easily. And there are no problems with headroom either given the racy roofline.

The overall look is serious, the Sportback styling reducing the overall height of this Q8. It’s the only Audi outside of the RS range to feature a wider track than its stablemates.

It is almost 40mm broader than other Q8 e-trons. That sees a subtle flaring of the guards to contain the big 22-inch wheels with 285/35 rubber at each corner.

The grille in silver is different, so too the lightstrip across the top, linking the headlights. The Audi rings are now two-dimensional, a slight downgrade aesthetically, though they seem to house the front sensors and camera, helping tidy up that arrangement.

We like the visible air breathers on the front arches, while it looks suitably dynamic in profile, swept back and agile.

The sexier-looking Sportback roofline means there’s a little less luggage capacity in the boot (528 versus 569L for the regular e-tron), though it’s practically shaped, both wide and long.

Load versatility is enhanced by the split folding with a 40/20/40 rear seat; drop the middle section and you should fit those skis in okay.

There’s space under the floor too, where you’ll find a handy removable storage box, the detachable tow bar and there’s even an inflatable space saver spare tyre tucked away in there too.

The tow rating, BTW, is a quoted 1800kg.

Efficient it’s not

Being powerful and heavy, the SQ8 e-tron is not a long distance champ. Audi lists the range at 438km on account of a consumption figure of 27.4kWh/100km.

That’s ravenous, and the long-term average was sitting at 29kWh/100km. Even just mooching about the city, our commuting figures were no better than 23kWh/100km.

Recharge rates are up to 170kW at a DC machine, and a wallbox would be essential at home, enabling rates up to 11kW with the right wiring. And even then, it’ll take 11 hours to refill.

The ride quality is dandy for a performance SUV, but that’s modern air suspension for you. The throttle programming is progressive so it’s not too snappy when you’re just trying to pull into a car park.

This isn’t made easy with a turning circle like a pick-up truck. The steering however is both quick and light, and it’s easy to click in and out of reverse and drive with the nifty shifter Audi has devised.

There’s both a surround view and rear camera displayed on screen, giving a good view of what you need to avoid. You know you’re in an EV too, the motors whirring away.

That somehow seems okay given its performance bent. Hopefully the dual motor e-tron 55 is more hushed.

There’s the usual list of safety assistants but, like good servants, they linger in the background not drawing attention to themselves.

Except for the lane keeping system – it gets fidgety on highways, but a long push of the button on the end of the indicator wand puts it on leave.

Worthy?

It’s a moot point whether any $200k plus vehicle is really worthy, but it looks suitably impressive.

Despite its massive battery, its hunger hinders its ultimate range so it’s in constant need of a plug.

However, this electric performance machine sure is interesting to helm, and might even tempt you from your real SQ8 when the time comes to change.

This story first appeared in the May 2024 issue of NZ Autocar magazine.