Audi Q4 Sportback e-tron Advanced Review

Up till now, buyers shopping for an electric Audi could only choose between big SUVs like the Q8 e-tron and Q8 Sportback e-tron, or large saloons like the e-tron GT.

A less expensive, entry-level model with four rings was unavailable, so in the meantime, buyers could only choose from other German offerings, such as the BMW iX1 and Mercedes-Benz EQA.

But now that Audi's segment contenders - the Q4 e-tron and Q4 Sportback e-tron - are now in town, the iX1 and EQA now have a serious fight on their hands. That's because the Q4 e-tron presents buyers with a proposition that's relatively tough to beat.

The Q4 Sportback e-tron has a dynamic and sporty silhouette

First things first: What is a Q4?

The Q4 is Audi's entry-level EV offering and it is available in two versions: the Q4 e-tron and Q4 Sportback e-tron. Compared to the former, the latter has a sloped, rather than upright tailgate. It is the 'sportier' of the two models.

Uniquely, the Q4 is only the second rear-wheel drive Audi after the R8. It also has a 'rear engine' layout, as its single electric motor is on the rear axle.

Now, here's the tempting offer. At time of writing, the Q4 Sportback e-tron starts from $264,999 with COE, while the BMW iX1 costs $265,888. However, note that the 148bhp iX1 is a Cat A model.

Meanwhile, the Mercedes-EQ EQA250+ starts from $292,888. But although it's a Cat B model like the Audi, the EQA250+ and its 188bhp does not have the same performance as the Q4, which packs 282bhp. So, despite being late to the party, the Q4 arrives with plenty to offer.

The grille would look better in black, while the spoiler makes the rear look busier than expected

On to those looks

'Futuristic' is probably the best way to describe the design of the Q4 Sportback e-tron. Setting the tone is the cyborg-like mien, which, depending on the person, might either seem expressionless or angry. Perhaps it's those daytime running lights that look like eyebrows. But it's the grille's design that I don't comprehend, for it resembles those metal shutters used by storefronts.

Walk around the Q4 and it looks very close to the initial concept, with prominent lines on the front and rear fenders giving the SUV its 'muscles'. The short front and rear overhangs further add to the car's dynamic stance.

The swoopy roofline and pronounced rear fenders add sleekness and muscularity to the SUV

The sloping roofline looks cool, but I'm not a fan of the tailgate's design, where the rear spoiler cuts across the bottom of the windscreen. It also adds to the busyness of the rear.

That said, the Q4 Sportback e-tron is more aerodynamic than the Q4 e-tron. Even if you think that a drag coefficient of 0.28 vs 0.29 is no big deal, this aerodynamic efficiency helps the Q4 Sportback offer more range (482km) than its sibling (466km), despite both SUVs being equipped with the same 82kWh (77kWh usable) battery.

Look past the sombre tones and you'll find a cockpit that's both ergonomic and intuitive

Familiar, yet also different inside

As expected, Audi's all-digital virtual cockpit is present here, offering drivers two main layouts (Classic and Sport) to choose from. The gauges can be minimised in either setting if the driver prefers, say, the navigation display to be more prominent.

The infotainment screen is conveniently angled towards the driver. Even more useful is the familiar menu system, which remains intuitive even for first-time Audi owners.

Perhaps taking a leaf from the BMW 2 Series Active Tourer's book, the wireless charger has a clip to hold your smartphone in place. Said clip, however, feels flimsier than the one found in the Bimmer.

The tab-style shifter saves space, while the handy clip helps keep your smartphone in contact with the charging pad

To free up space, the traditional gearshift lever is replaced by the same tab-like device in the e-tron GT. Interestingly, designers saw fit to give the Q4 a new steering wheel. At first, it resembles the four-spoke wheel found in the A8, but it's actually D-shaped and angular.

But while the new steering wheel is nice, the same cannot be said of the controls found here. The touch surfaces, finished in shiny black plastic, look and feel cheap, and do not offer the same tactility typically found in other Audi models. Those classy-sounding clicks are absent, too.

The new touch controls are easy to figure out, but they lack the tactile feel of Audi's traditional buttons and rollers

If you're new to EVs, you'll be surprised to find that there's no Park setting on the gear lever. Instead, one presses the button to activate the electronic handbrake, which then engages Park.

However, doing this also turns the car off, so if you want to 'idle' the Q4 with the air-con running, you'll need to do two things. First, press the Start/Stop button, followed by the A/M switch on the climate control panel to reactivate the air-con compressor.

Beyond using the button to idle the car, I can't think of another reason for it to be present. Like many EVs today, you don't have to switch it on. Stepping on the brake pedal wakes up the car, and you can be on your way once Drive or Reverse is selected.

The flat rear floor makes it easy to accommodate three, and the middle occupant won't be sitting in an awkward position

Fold down the rear seats and there should be enough space for a full-size bicycle

Meanwhile, rear seat occupants will find their accommodations both comfy and roomy, thanks to the supportive bench, third climate zone, and flat floor. The space is convenient as well, with a pair of USB-C ports and a 12-volt outlet for keeping devices juiced up.

In terms of practicality, the Q4 Sportback e-tron's 535-litre boot is 15 litres larger than the Q4 e-tron's (with the seats up). However, when the rear backrests are folded, the Q4 Sportback's 1,460 litres trails its sibling by 30 litres.

Perkiness and pointiness

The Q4 Sportback e-tron's 282bhp and 545Nm of torque give it plenty of poke, with the benchmark century dash taking 6.7 seconds to complete. That's much quicker than most cars, so overtaking and keeping pace with traffic is a breeze.

Apart from being progressive, the power delivery is also easy to modulate. Since the car isn't stupendously fast, you won't scare yourself when you suddenly plant your foot on the throttle.

The Q4 Sportback e-tron's rear-wheel drive layout gives it an unexpected agility. Together with an obedient nose and responsive helm, the SUV is surprisingly manoeuvrable - more so than Mercedes' EQA. Of course, as this isn't a high-performance electric SUV, you can expect a fair amount of lean when you attempt to slice through bends rapidly.

The tyres' taller sidewalls contribute to the Q4 Sportback's pliant ride quality

You won't have to adjust these settings - the Q4 Sportback is a sweet and balanced drive by default

With a comfort-biased setup complemented by 19-inch 235/55 series tyres, the Q4 Sportback impresses with its compliant ride, cushioning passengers over woolly roads and those annoying metal speed bumps alike.

Audi's claimed range of 482km for the Q4 Sportback is believable, as the trip computer displayed 470km when the battery was fully charged. I wasn't bothered by the variance, since the range varies depending on factors such as driving style, traffic, and battery condition.

During my test drive, I managed to achieve about 4.4km/kWh through mixed driving conditions, which would translate to 338km on a full charge. That relatively low figure can be chalked up to driving more in heavy traffic during morning/evening commutes as opposed to smooth-flowing highway traffic. The regenerative braking level, which can help eke out more range, can be adjusted on the fly using the paddle shifters.

A convincing argument?

The Q4 e-tron and Q4 Sportback e-tron may have only reached Singapore now, but they've made up for their tardiness with their compelling price-to-performance value.

Both models, in Advance trim, cost less than the BMW iX1 despite attracting Cat B COE. Even if you opt for the range-topping Edition 1 variant, which comes with goodies such as larger wheels and an augmented reality heads-up display, the price only goes up by $20,000. That's still less than what the EQA250+, which has less performance, commands.

Competition in the entry-level premium electric SUV segment just got hotter with the Q4 e-tron's arrival, for it presents buyers with a proposition that's tough to ignore. Mercedes and BMW certainly have their work cut out for them.

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