Audi Q4 e-tron: waiting creates envy

Despite the delivery times, the Q4 e-tron arouses envy.

Build relationships

After Porsche (Taycan), Audi turns to Volkswagen (ID.4) and its electric platform to create the Q4 e-tron.

No matter what power source stirs its products, Audi knows how to pull the old tricks of the trade involving supply and demand. The equation is simple: if the vehicle is produced in small quantities, it is inherently rare. And at the present time (see our boxes in the “Specifications” tab), the Q4 e-tron is rare. Like many electric vehicles, for that matter. For months, dozens of readers of The Press complain about the delays in delivery of this vehicle. A situation in the process of being corrected, assures the Canadian management of Audi, but the dealers contacted ask to see.

How to explain such enthusiasm? After all, the Q4 e-tron is little different, technically at least, from Volkswagen’s ID.4. These two vehicles share the same platform (code name MEB), exclusively intended for electric models. This means that the Audi adopts the lithium battery with a useful capacity of 77 kWh (82 kWh in total) already seen on the Volkswagen ID.4. The charging power is limited to 125 kW.

To stand out from the Volkswagen, Audi Canada only offers the Q4 e-tron in its most powerful version (read with two engines) and equipped with all-wheel drive. For the record, remember that the basic ID.4 only drives its rear wheels (propulsion). In addition, the wardrobe of the Q4 e-tron includes a second body, the Sportback (see our boxes in the “Technical sheet” tab). This can be recognized mainly by its profile, which is reminiscent of that of a coupe. This version, more richly equipped it must be said, requires a financial extension of some $10,000 compared to the “standard” model illustrated here.

The power ennobles

The Q4 e-tron has a thruster on each axle. At the rear is a permanent magnet synchronous power unit. At the front, an asynchronous motor was chosen. This only works during departures: it is totally decoupled from the electrical system at stabilized speed. The set ensures a solid acceleration, but which will not straighten anyone. For comparison, this Audi takes longer to reach 100 km/h than the Civic Type R tested in our pages last week. In addition, its top speed is limited to 180 km / h. Not the kick in the butt generally associated with electric vehicles, okay, but this Audi prefers to play another card: that of peaceful driving.

Stable, safe, considerate, the Q4 e-tron does not seek to panic the lap times or to negotiate turns on the hats of wheels. So if you’re looking for the big thrill, better look elsewhere.

This is not a major fault, far from it. Some of its rivals have equal, if not inferior, dynamic qualities. The steering offers an average feeling, no doubt to neutralize the impact of the weight of this vehicle during rapid transitions in trajectory. In doing so, this Audi appears not very flexible, except on damaged roads where its suspension – although firm – delicately removes the roughness.

When it comes to energy efficiency, official figures don’t tell the whole story. While it is true that other electric vehicles in the same price range do as well, if not better, it must be recognized in use that the advanced data does not reflect reality. In fact, the autonomy put forward by Audi appeared rather cautious since during this test, it was possible to cross the 400 kilometer mark. Also, contrary to NRCAN’s alleged consumption of 22 kWh/100 km, we achieved 19.8 kWh/100 km.

The less of the more

Some readers will not fail to note that the mention “neat interior presentation” does not appear in the “We like” section of this vehicle. Not without reason. Some plastics used by the brand with the rings were not worth boarding due to their appearance and grain. The infotainment system, although intuitive, experienced a few hiccups on our test model. Also, to qualify for government subsidies, the Q4 e-tron gets rid of some features that the customer will now have to offer as an option.

On a more positive note this time, note the comfort of the seats, the quality of the soundproofing, the depth and the modularity of the trunk. Not to mention the towing capacity so often sought after by consumers.

Technical sheet

Engine

• Permanent magnet synchronous motor
• Power: 295 horsepower
• Torque: 228.6 lb-ft (310 Nm)
• Battery capacity: 82 kWh (useful: 76.6 kWh)

Performance

• Minimum empty weight: 2205 kg
• Acceleration 0-100 km/h: 6.1s
• Maximum towing capacity: 1202 kg

Gearbox

• Standard: single-speed automatic
• Optional: none
• Drive mode: all-wheel drive

Tires

• 235/55R19 – 255/50R19
• 235/50R20 – 255/45R20 (optional)

Charging time

• Level 2: 9 hours
• Level 3: 36 minutes

Consumption and autonomy

• 22.1 kWh/100 km (NRCAN data)
• 388 km (NRCAN data)

Dimensions

• Wheelbase: 2764mm
• Length: 4588mm
• Height: 1632mm
• Width: 1865 mm (exterior mirrors excluded)

Too early to rejoice

There is a shortage of semiconductors and other essential materials, and the factory in Zwickau (Germany) is struggling to deliver, in Canada at least, its Q4 e-tron within a reasonable time. A single production plant to meet global demand (with the exception of China, where the Q4 e-tron is produced for its domestic market) is not enough. A second, in Belgium this time, will start assembling this model from the end of summer 2023. Delivery times will not necessarily be shorter, however. The Brussels factory is by far the brand’s smallest. In recent years, it has rarely given birth to more than 44,000 cars per year.

Beautiful, but still?

Styling aside, where’s the point in getting the Sportback version of the Q4 e-tron? On the one hand, its higher price makes it ineligible for government subsidies. On the other hand, his more stocky physique has an impact on the interior volume. Finally, even if its aerodynamic coefficient is more advantageous, the Q4 e-tron Sportback is not more efficient than the basic Q4 e-tron. Let us return to the question: where is the interest?