Of course, the camp does a very good job hiding the fine details so it’s hard to tell what’s changed. However, we expect Audi to have made some changes to keep it looking fresh. Even if the changes are minimal. There are also rumors that Audi made some major updates to the battery pack of the e-tron, providing more range.

“An Audi driver has to be able to feel it’s an Audi – in the form of harmonious, distinctive driving characteristics,” says Oliver Hoffmann, Audi Board Member for Technical Development. “The genes of the Audi feeling should be an unmistakable experience for the customer.”

Furthermore, there are also rumors that Audi is changing the e-tron name with this facelift. If so, it could become the Audi Q8 e-tron S Sportback. Just calling it the “e-tron”, without any “A” or “Q” designation causes confusion as to which model it actually is. Though, there’s no official word that Audi’s changing the name so take that with a grain of salt for now.

No word on when the Audi e-tron facelift will officially debut but expect it sometime this year, sold as a 2023 model.

[Photos: Audi| Source: QuattroDaily]

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Despite its Sportback body style, it’s actually more spacious than you might think, with plenty of back seat headroom and more than enough trunk space. It’s also slightly quicker than Audi claims, from 0-62 mph. On the other side, the Audi Q4 e-tron Sportback is heavier than you might expect, tipping the scales at 2,118 kg (4,669 lbs), which is a shocking amount for a car of its size.

The driving portion is the most important. That’s the most important thing because if it’s great to drive, all of its issues are forgiven. Unfortunately, for the Audi Q4 e-tron Sportback, it doesn’t seem to drive all that well, at least not measurably better than the much cheaper VW ID.4.

There are several Audi Q4 e-tron Sportback models. The base powertrain setup is called 40 powered by a single 201-hp electric motor. It is also a rear-wheel drive vehicle. With an electric motor powering each axle, the more powerful all-wheel drive Q4 e-tron 50 and Q4 e-tron Sportback 50 make 295 horsepower. The 0-to-60-time in this case is 6.2 seconds.

The Q4 Sportback 50 e-tron comes with a 77 kWh (net) battery pack delivering an EPA-estimated range of 241 miles. The EPA-estimated energy consumption rating is 36 kWh/100 miles. The maximum charging rate is 9.6 kW (AC)/125 kW (DC). Charging from 0-100 percent on AC at 9.6 kW takes nine hours. Using a DC fast charger, 5-80% charging takes just about 38 minutes.

Here is the video review from Top Gear:

[Source: QuattroDaily]

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In this new video from Carwow, we get to see all three German electric SUVs go head-to-head-to-head to see which is has the best range, the best performance, the best interior tech, and the best cargo space. Sorry, Tesla fans, no whoopee cushion tests here.

The specific versions of each car in this test are as follows; BMW iX xDrive50, Audi e-tron S Sportback, and Mercedes-Benz EQC 400. All three are about the same size but their specs vary a bit. In terms of usable battery capacity, the BMW iX has the most with 105 kWh, followed by the Audi with 87 kWh, with the Mercedes coming in last with 80 kWh. Their claimed ranges follow suit, with the BMW iX having a WLTP-rated range of 392 miles, the Mercedes having 255 mile, and the e-tron coming in last with 235 miles.

To test their efficiency, Carwow’s Mat Watons drove each car on a closed circuit, to see how many miles per kWh each car achieved. Then, he multiplied that figure by their usable battery capacities to find out how many miles each car could go on a single charge. This test was done both at highway speeds and at around town speeds, the latter of which featured typical around-town obstacles, such as stop signs and speed bumps. Admittedly, this test is a bit unfair to the e-tron S Sportback, as it’s the extra powerful tri-motor car, so it’s never going to be as efficient as the other two.

During all of those tests, Watson also tested each car’s ride comfort, interior noise, and driving enjoyment. Afterwards, he tested their interiors, technology, and practicality. The BMW iX is a very interesting and impressive car in many ways but falls down a bit in others. If you want to see which is best, watch the video below.

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This new video from Carwow pits three German electric SUVs against each other in the publication’s typical series of tests. But before we get into what happened in the drag races, let’s first talk about the cars themselves, the BMW iX, Mercedes-Benz EQC, and the Tesla Model X.

Let’s start with the latter, as it’s the older of the three. The Model X uses two electric motors to make 541 horsepower and 557 lb-ft of torque, which gives it more power but less torque than the Audi. While the BMW makes 523 horsepower and 564 lb-ft. Lastly, the Mercedes-Benz makes 408 hp and 561 lb-ft.

Every car in the test has a monster curb weight, too. The Mercedes-Benz EQC 400 is the lightest of the bunch, weighing in at a whopping 5,335 lbs. That’s followed by the Tesla Model X, at 5,423 lbs, then the BMW at 5,533 lbs, and lastly, the heaviest of them all, the Audi e-tron S Sportback, at 5,776 lbs. So which one is faster in a drag race?

During the first standing drag race, the Audi e-tron S Sportback actually jumped ahead of the pack, despite having the among the worst power-to-weight ratios in the test. That third electric motor must help a ton with traction, allowing Audi to deliver more power at launch. Though, things got a bit trickier as the tests went on. So if you want to see the fastest EV SUV for this money, check out the video below.

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An Elegant Electric Crossover

This is the more stylish approach to the electric SUV market, a car that has a sloping roofline, simulating a Coupe SUV. In Audi-speak, that’s called a sportback and I much prefer this designation to the Coupe alternative Mercedes-Benz and BMW use, because it describes the car more accurately. Fastback would’ve been even better, but I’ll take what I can get.

The e-Tron Sportback appeals to the same crowd as the X4 or the GLC Coupe if you will, but with a more stylish approach to an already successful model that’s both more practical, larger and roomier. Since the e-Tron eluded me so far, I was understandably curious about testing this platform, even in Sportback guise.

The car presents itself with a clear-cut design, one that’s both aggressive and elegant at the same time. The designers over in Ingolstadt managed to pull off quite a feat, creating an SUV that does have a sloping roofline but doesn’t mess it all up at the back. As a matter of fact, I think this is the best design in the class, a far cry from the overly dull X4 and the too polished GLC.

Up front, there are barely any noticeable differences compared to the regular e-Tron. The bumper is slightly more aggressive as are the headlights, but you’ll need a very keen eye to make those details out. What I will say, though, is that I love the LED daytime running lights on this car and their shape in particular. They make it seem like you might just cut yourself if you dare come too close. The cold light from those details in the headlamps combined with the black-on-black finish of our tester created quite a contrast from afar and up close.

From the sides you’ll instantly notice the sloping roofline, the massive wheels and the yellow brake calipers. On the front fenders you also get the ‘e-tron’ badge right where the charger ports are, highlighted in an orange finish. You might also notice the digital side mirrors, a feature that helped the e-Tron Sportback achieve a drag coefficient of just 0.25 Cd, becoming one of the most aerodynamically efficient series-production SUVs out there today.

Moving towards the back you’ll also notice the new LED taillights that accentuate the wide hips of the car and have a lightbar in between them for good measure, as we’ve seen on modern-day premium models. This finish is already a trend and Audi have been among the first to use it, on their A8. Altogether, the e-Tron Sportback looks mean, aggressive and stylish something that wasn’t done by accident.

High-Tech And Luxurious Cabin

Step inside and the same pattern welcomes you to a high-tech, well finished cabin. It looks a lot like the one you’ll find on the regular e-Tron or the Audi Q7, but there are some differences as well. You can get up to five screens, and, as I found on the A3, they have great graphics and good animations, a high resolution and respond to your inputs well. It takes a bit of time to get used to the haptic feedback on most of the tactile buttons, as you have to actually press on the screen to get them to work. Since we’re all used to our smartphones reacting to a simple touch, operating the MMI system does come with a slight learning curve.

The center console is multi-functional and looks as awesome as it can get. It has two cup holders hidden deep inside it, a cover that can close the entire space in the console and a design that’s bound to leave you wanting for more. The gear selector is also something else, reminding me of the throttle lever you see in an airplane cockpit. The whole center stack area is made up of good materials, mixing leather with steel and glass. Top notch all the way.

The instrument cluster is also very familiar if you’ve ever driven an Audi, with an easy-to-read layout and copious amounts of info displayed, including details about your powertrain and battery state of charge. As for the two extra screens that would get the tally up to five… well, they are located on the doors and replace the traditional rearview mirrors.

This was the first time I got to try out digital rearview mirrors and they weren’t exactly my cup of tea. The first thing you have to adjust to is the location. You’ve been trained to look over the door panel and through the window for your whole driving life and having to look on the door instead does require a bit of getting used to. That’s not even the main issue here though, as you do get a flashing green light on the screen to remind you where to look, whenever you activate the turn signal.

The video quality isn’t an issue either, as the cameras did a great job even at night. The biggest issue is that you’re very limited in how much you can adjust them and when it comes to perceiving depth. Parallel parking or backing up into a spot are truly tricky experiments and without a 360-degree camera system, they can be overwhelming. And to think that you actually have to pay for this system boggles the mind. I recommend sticking with the standard, classic mirrors and saving some money. You could, for the same price, get the Bang & Olufsen sound system (like the one we had) and get better use out of it.

The seats are pretty comfy though and could be considered a tad on the stiff side but our tester was wearing the S-Line ‘armchairs’ up front. The rear bench offers a surprising amount of room considering the roofline. Adults can fit back there, even if they are 6-ft tall such as myself. Audi says the e-Tron Sportback can accommodate three adults in the back with plenty of headroom and legroom. But in my experience, the the HVAC controls will leave a serious dent on the shins of anyone daring to occupy the middle seat.

Battery Capacity And Power

Setting off in the e-Tron Sportback you notice it’s just as refined as you’d expect a premium German SUV to be. The car is well sound-insulated and the suspension is set up perfectly to cope with the extra weight on all sorts of road surfaces.

That extra weight comes, to nobody’s surprise, from the huge battery pack located in between the axles. The LG Chem-supplied batteries can hold up to 95 kWh with a usable capacity of 86.5 kWh, one of the biggest I’ve ever tested. On the aforementioned axles, since this was a 55 quattro model, you get two asynchronous electric motors that can deliver up to 408 PS and 664 Nm of torque. It’s important to note that those figures are available only in Sport mode, the car using just 360 PS whenever you’re just cruising around and even less when only the rear motor is used. That’s all done in order to make the car a bit more efficient.

All that power is sent to both axles, meaning this car is an all-wheel drive model but without a transmission tunnel in the middle, which helps with the level floor in the back. Unlike the Taycan, which is made by brother company, Porsche, the e-Tron Sportback uses a single-speed gearbox that allows it to use a single axle at a time, to be even more efficient. In everyday driving, around town, for example, you’ll end up using the rear axle alone, which is a pretty neat trick.

But how does it drive?

In D mode, the acceleration off the line is strong, but hushed and you can actually feel how the car was tuned to deliver all of its available resources without breaking your neck. The delivery is smooth and you’re reaching eye watering speeds in a rapid manner. If you want your e-Tron to be more aggressive and brutal, switch into S mode and you’ll instantly feel a different throttle response along with a tightening of the suspension and steering.

The car becomes a lot stiffer and more composed through the bends, even though it does tip the scale at over 2.4 tons. Sure, it’s not exactly a Porsche Cayman in corners, but this car is still pretty fun to drive nonetheless. One gripe I did have with it was the steering that while precise and fast, could use a bit more feel. I know I’m asking a lot here, as it’s an EPS, but it’s a shame not to have a bit more feel available considering how fun the whole package is.

The 55 quattro model has a claimed 0-100 km/h (62 mph) sprint time of 5.7 seconds but the seam of my pants was telling me those were conservative figures. It’s also pretty impressive how hard the car will accelerate to its limited 124-mph top speed, without hesitation.

If you’re not looking for this car’s limits all the time, you might also get to enjoy the serene atmosphere inside. We’ve all heard of how quiet EVs are but the e-Tron takes things to a whole new level, even at higher, highway speeds.

Inside city centers, the car is easy enough to drive if you skip on the digital side mirrors. Using them is a bit tricky, as I already mentioned, since you don’t have an exact idea of depth and guessing how far the cars behind you are is an exhausting exercise.

The car is also set up to coast a lot, while regenerative braking has three different modes, one more aggressive than the other. Overall, around town, I saw an average energy consumption of 26.8 kWh per 100 km covered which would translate into a range of 322 kilometers (200 miles). What I need to mention here is that the outside temperature was pretty low (around 0 degrees Celsius) and I never used Eco mode or anything like that. I wanted to see just how this car would do in normal conditions, driving it like a model fitted with an internal combustion engine.

Outside the city limits the average was 28.4 kWh/100 km covered at an average speed of 130 km/h (81 mph) which is the speed limit in Europe, adding up to an estimated range of around 260 km (161 miles). If you drop that speed average to 50 mph (80 km/h) the numbers get drastically better at 20 kWh/100 km covered. That’s a range of 430 kilometers (267 miles).

As far as charging goes, the time it takes to replenish your car’s resources varies on the type of charger you’re using. If you’re using a Type 2 port, you can get up to 11 kW from an AC charger and that means it will take you about 9 hours to fill up. Luckily, the car supports charging up to 155 kW on a DC fast charger which means you can get up to 80 percent SOC in under half an hour. Provided you have access to such a charger, of course.

Conclusion

Overall, the Audi e-Tron Sportback definitely feels like a promise fulfilled by the Germans. When they introduced the original e-Tron, they said the goal was to offer a car that was as close as possible to the one we already knew (the Q7) but just with a different type of powertrain. That’s exactly what the e-Tron Sportback delivers. Living with it is as easy as it is with any other Audi, if not better.

It has a premium fit and finish, distinguished ride, can be fun when pushed around and looks like a million bucks. It could use a bit more range and a bit of a diet but for now, considering how the EV market is evolving, this is as close as you can get to having your ‘electric cake’ and eating it too, with the Audi badge on the boot.

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According to TG, the Audi e-tron Sportback can only muster around 170 miles of range, rather than the full 240 WLTP-rated mileage it claims for Europe. That’s a massive 70 mile drop-off between claimed range and real-world range in the cold.

That’s one of the frustrating downsides of EV ownership, especially premium EV ownership; you’re car can flat-out not deliver what it’s supposed to simply because it’s cold. When you’re paying the big bucks that the Audi e-tron commands, that can be frustrating to say the least.

There are upsides to EV ownership in the winter, though. If you want your car nice and toasty before you get in it in the morning (and who doesn’t?), it’s as simple as opening up the app a few minutes before you leave and switching the heat on. Want heated seats and the heated steering wheel on, too?

You got it. So when you get it, the car is perfectly warm and cozy and, if you do it while the car is plugged in, you waste no battery range to do it.

Though, cold weather range-loss isn’t the only issue Top Gear has had with the Audi e-tron Sportback. It seems to be a dull drive, which is the greatest fault of all. According to TG, few staffers have desired to actually get behind the wheel of Audi’s coupe-like EV SUV. Sure, it’s great as a premium people mover, and electric around-town shuttle, but it’s not a car that’s going to cause any enthusiastic driving and, as car enthusiasts, there’s no greater sin.

[Source: Top Gear]

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I started my day with 6am meetings and then got my toddler ready for pre-school at 8am. Totally out of the blue, he decided to play hooky for the day and refused to get out of the car at school drop off.  With the Audi representative 30 minutes away from my house, I had no choice but to take my toddler back home with me.

My wife was tied up all day with zoom meetings so I was left with Daddy Daycare duty. Trying to be a responsible parent, I couldn’t let my child skip school and watch TV all day so the next best thing is to take him on the test drive adventure with me. I quickly installed our spare Diono Radian RXT and off we went. 

The Drive

When I first started the vehicle, I immediately received a Facetime call on the pre-installed iPad in the vehicle. The Audi virtual representative gave a brief overview of the features in the 2021 Audi e-tron Sportback Prestige, along with a $90,000 sticker shock.  (I was shopping for a normal e-tron Premium Plus, which was 70k-ish)  I drove along the Mulholland Dr to test out the long list of Drive Select as follows:

• Off-Road: Puts the vehicle on tippy toes and simulated locker to 4 wheels
• All-Road: Raised suspension but with normal AWD
• Efficiency: Snooze mode
• Comfort:  Numb and Floaty
• Dynamic: Sport mode with everything heavy 
• Auto:  Adaptive mode based on your madness
• Individual:  Preset user adjusted mode

I ended up using Auto mode the most because the vehicle is smarter than I am and I can access the Dynamic’s Power Boost mode as needed by toggling the shifter back and forth between D and S mode. 

Combination of adaptive dampers and the wonderful MLB chassis make for a very compliant and responsive large EV crossover.  The suspension comfort was there when my toddler was napping and it stiffened up when I started driving like an idiot. The acceleration and power delivery was very progressive, which is very different from the usual kick in the boot feeling I am used to from Tesla and Jaguar. This can be viewed as either a good thing, for comfort and for saving the motor mounts, or it could be viewed as Audi sandbagging the performance to leave headroom for the RS models and future products from Porsches.  

After driving the nicely paved surface of Mulholland Dr. (LADOT does fix the roads during COVID) I decided to test the Audi e-tron on some rougher surfaces.  I visited Nike Missile Control Site LA-96 which has some dirt/gravel road.  I set the e-tron Drive Select on All-Road mode and slowly drove up to the missile battery trailhead. The ride was so comfortable that my toddler didn’t bother waking up until we were parked at the gates. 

After we finished hiking the towers and different battery sites, I set the e-Tron back down the road on Hill Descent Control, capping the speed under 10mph which other hikers appreciated as the vehicle gently drove past them without kicking up a dust cloud. I recalled the previous experience on this road with my wife’s old GLC350e and that was as bouncy as a rodeo ride. The Audi e-tron truly shines on this road.  

Cabin Space 

While Audi may not boast a competitive battery range, of just 215 miles, it can certainly blow the competition away with interior space and quality. It looks and feels premium with the mix of leather and suede material on the doors and dash.  The new Audi MMI with tiles is a huge improvement over the previous generation with rotary menus. Wireless Apple CarPlay works well with the new touchscreen. However the touchscreen’s haptic feedback takes a bit to get used to.  New users will mistake the screen for being unresponsive if they don’t give it a hard press. 

Since the Audi e-tron Sportback is based on Audi’s MLB architecture there is plenty of rear legroom and headroom. Massaging seats on the Prestige trim level is also absolutely amazing. I am surprised that this fastback SUV has a decent size trunk and still managed to carry a compact emergency spare tire.  

Overall Impression

This Audi e-tron Sportback is like a Swiss Army knife of the EV world.  It does everything well while looking pretty stylish in a sea of 2 box SUVs.  My wife dismissed the regular e-tron because it looked too much like a station wagon and we already have a Mercedes E450 4Matic in the garage (For the record… The only wagon that matters is the Audi RS6 Avant). At the end of the day, my toddler liked the car enough that he gave it a bath and wanted to keep it. 

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Starting now, the Audi e-tron 55 and e-tron 55 Sportback will have the option to get a second on-board charger, which doubles the AC charging speed. By mid-2021, the lesser e-tron 50 models will get the same option.

To use this 22 kW charging option, customers must also buy Audi’s new charge connect system, which is suitable for home garage use. The charging system connect requires a three-phase 400-volt outlet to work properly and provide the 22 kW charging but that can be installed by a licensed electrician. While that might sound like a lot of trouble to go through, it could be worth it. With 22 kW charging from home, you can charge the e-tron from flat to full in under five hours.

The charging unit itself features a five-inch touchscreen and WiFi capability. So you can control it via either the touchscreen or the MyAudi mobile app. It can also be programmed to charge during off hours, when energy is cheapest, or even to use energy stored from solar panels.

Audi has also updated the steering wheel, to make semi-autonomous driving easier. With Audi’s current system, you have to actually apply some steering input to the wheel, while letting the car drive itself, every thirty seconds or so, to let the car know you’re still paying attention. With the updated steering wheel and system, the driver only has to lightly touch the wheel once a minute to keep the system engaged.

Additionally, new titanium gray five-spoke 22-inch wheels will also be available on the Audi e-tron S and e-tron S Sportback.

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On the outside, the Audi e-tron S Sportback might not look that much different than the standard car. Sure, its ride height is a bit lower and its trim is now black but it ultimately looks the same. In fact, without knowing it was the ‘S’ versions ahead of time, just seeing the car barely gives it away.

Under the skin, however, the Audi e-tron S Sportback is much better. The standard e-tron gets two electric motors, a big one at the rear axle and a small one at the front. While the ‘S’ model gets three electric motors; two of the small ones at the rear axle and one big one at the front.

The idea behind fitting the back axle with two smaller EV motors is that it can distribute torque to the rear tires as needed. It’s the same effect you’d get from a limited-slip differential except that it’s actually faster and more accurate in the e-tron, as each electric motor just provides the necessary power to each rear wheel in real time.

Combined, all three electric motors make 496 horsepower and 718 lb-ft of torque. According to Audi, the e-tron S Sportback can hit 60 mph in the low four-second range. More importantly, though, the Audi e-tron S Sportback should be the more fun, more lively car to drive and should even be able to stick its tail out through corners.

We can’t wait to try it but it’s going to be a long while for that. Until then, we can watch this video, which gets us all as close as we’re going to get for awhile.

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In typical Doug DeMuro fashion, he really digs into the nitty-gritty of the Audi e-tron Sportback, showing off features that typically aren’t shown in most video reviews. For instance, he shows off the charging port, which has a unique opening mechanism and the funky shift lever. Admittedly, the latter has been discussed quite a bit, ever since the initial e-tron launch, but it’s still something worth noting.

DeMuro also shows off some features that aren’t typically shown but are helpful for potential customers to know. For instance, he shows off the cargo storage underneath the trunk floor, which is surprisingly big. He also shows off the small cargo area under the hood, where the engine typically would be. When you combine all of that with the car’s existing trunk, it’s actually a surprisingly practical crossover, despite its sporty roofline.

He also points out something we’re happy to see and that’s back seat headroom. When we first saw the Audi e-tron Sportback at the LA Auto Show, we had the chance to sit in the back and reported that it boasted more headroom than its body shape would suggest. Audi has done a great job of carving out rear headroom in the backseat of the e-tron Sportback, better than the likes of BMW and Mercedes-Benz, and DeMuro shows that off in this new video.

Overall, it seems like DeMuro likes the Audi e-tron Sportback. It has its faults, sure, and he isn’t shy about mentioning them, but it’s a good car overall. It just needs more range but we already knew that.

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