AGOURA HILLS, Calif. – The Audi Q4 E-Tron doesn’t seem to be getting the attention it probably deserves. Perhaps because it so closely resembles other small Audi crossovers, it blends in with the crowd and is mistakenly thought to resemble the Mercedes EQB – the electric version of an internal combustion engine car. That’s not it. The Q4 E-Tron is based on a special electric platform (called MEB, which is shared with the ID.4 and other electric Volkswagens) and benefits from this. Its unique, high-quality and space-saving interior features a large back seat for its size and plenty of clever storage space. The driving experience is also as refined as you would expect from an Audi.
At least that’s what we thought, but apparently there was enough demand for immediate improvements that the 2024 Audi Q4 E-Tron is getting an unusual update midway through the model year that addresses a number of key mechanical areas. And no, apparently this is not the 2024.5 model year.
A new rear motor (more specifically a permanently excited synchronous machine) is optimized for better heat management and therefore better efficiency, resulting in a 40 hp increase in overall system performance over the old Q4 50 E-Tron (the rear-wheel drive Q4 40). -Tron does not receive any of the updates described here and remains unchanged at 201 HP. The renamed Q4 55 E-Tron now produces 335 horsepower and accelerates to 60 miles per hour in 5 seconds. That’s 0.8 seconds faster than before.
But wow, does it feel faster because Audi has adjusted the throttle to give you torque with the slightest touch of your right foot. It’s most noticeable in Auto and Dynamic modes, but even with the slightest initial throttle in Comfort mode it comes to life with the enthusiasm of a terrier that’s just spotted a squirrel. Get out of the preschool parking lot, BAM. At the entrance the traffic light turns green, BUH-BYE. Still, it ultimately reminds me of the VR6-powered 2000 Jetta I once owned. I remember reading a review about it at the time that said the engineers had clearly tuned the throttle to make the torquey engine feel more powerful than it was, as the powerband no longer felt as robust proved to be the case after the first blow had been overcome.
This is intended as an observation only and not a criticism. I’d much rather drive a car that’s fun to move and trusts you to use the throttle sensibly, rather than the indifference of most of today’s cars. Plus, you can always set it to Eco mode if it’s too caffeinated for your taste.
Apparently some would call the Q4’s original chassis and steering tune “sloppy” (even if we didn’t), so Audi instilled some of that excitable terrier DNA in them too. The result is, above all, steering that always feels grippy and easy to turn, regardless of the mode. In conjunction with the firm suspension, the Q4 55 E-Tron gives off an almost hot energy when driving through the city. Between this and the quick throttle response, I could imagine the owners unintentionally making an enemy of the local police.
But then I drove the Q4 on my usual testing ground, the Santa Monica Mountains. Even more so than the engines, which it turns out aren’t quite As powerful as its initial responsiveness fades, the chassis’s energetic character around town is revealed to be a façade once you actually start pushing it. In short: The Q4 55 E-Tron feels sporty, but it’s not. That hot-hatch energy disappears as the Q4 suddenly feels like the large and very heavy crossover that it is (4,850 pounds to be exact). The stability control kicked in early and often in the early stages of my hill climb for no apparent reason. Then I did something I basically never do: I turned off the stability control, or rather, reduced the reins to the minimum the car would allow. In fact, there was no longer any excessive stability intervention, but there were a few “Whoa!” moments at the rear, usually when turning, that suggested unusual chassis dynamics.
Ultimately, though, too many cars are the exact opposite of this situation: they’re dynamic, but you’d never know it by the way they react to your inputs. Stay away from technical mountain roads (“Um, that won’t be a problem,” says almost every potential Q4 E-Tron buyer), and this certainly seems like the better compromise.
Audi has also reduced the brake pedal travel, but I wonder how long that took before. It is still terribly lengthy and gradual and seems out of step with the fervor of the other primary controls. The revised, sportier-looking suspension can also lead to a somewhat unsettled ride on the highway, at least when combined with this tester’s optional 21-inch wheels. It feels like a short wheelbase car, which isn’t entirely true, but the wheelbase to length ratio is Is Basically the same as the Q5. Most electric vehicles have a much longer wheelbase than an SUV of comparable length.
In addition to performance improvements, the new motor also comes with a new battery. Its capacity remains 82 kilowatt hours, but new chemistry and mineral content result in faster charging speeds, from 150 kW to 175 kW. This is still below the value of many luxury electric vehicles. The range also improves from a barely adequate 236 to a barely acceptable 258. It’s probably just psychological, but going over the 250 limit definitely makes a difference. However, you still get the same range as a Kia Niro EV, while similarly priced or lower-priced vehicles can exceed the 300-mile threshold and charge faster.
There are no changes in the interior, but that’s okay because the interior remains great in terms of both quality and functionality. The 11.6-inch touchscreen sits much closer to the driver than usual (note how it extends back and angles toward the driver), and its distinct haptic feedback is not only appreciated from a functional perspective, but also enhances the overall impression of increased quality. There are also buttons for climate control and other important functions; There is no cost-cutting screen takeover here.
Storage space is also excellent, with good cup holders and multiple cubbies in the center console, as well as an optional vertically mounted cell phone charger with a clip that holds your phone in place. All doors feature unique diagonal bottle holders, which is a brilliant idea, but could be better implemented if they were padded in some way, as bottles tend to clatter around on their hard plastic lining. Backseat space is generous for a small SUV, and my previous Q4 E-Tron luggage test showed it offers more space than the stylish Q3 and surprisingly small Q5. Lower the double-height cargo floor and clamp the rigid cargo cover, and all six test bags fit in—albeit just barely and with more difficulty than many EV crossovers from both luxury and mainstream brands.
Despite all these mid-model year updates, the price remains unchanged. Great news! The bad news is that the Q4 E-Tron still isn’t cheap. The all-wheel-drive 55 E-Tron starts at $56,395 (including destination) and rises to $65,290 with options like the $7,000 Prestige package you see here, which packs it with a wealth of tech. and comfort extras that would be available at cheaper prices than mainstream brand electric vehicles. You’ll also need to add $3,000 if you prefer the Q4’s Sportback body style. Conversely, you could try to find a rear-wheel-drive, 201-horsepower Q4 40 E-Tron that starts at $50,995 but hasn’t received any of the updates mentioned above. That seems like a harder pill to swallow.
As always, choosing a luxury car like the 2024 Audi Q4 E-Tron comes down to how much you value the quality of the interior, the added refinement, and the more luxurious brand. Assuming you’re okay with that, the redesigned Q4’s everyday usability and energetic city driving experience make it a wonderful car for commuting and running errands. Considering the typical EV use case of having a second, at least partially gas-powered vehicle for longer trips or general family transportation (or heck, maybe mountain road ventures), this seems like a spot-on proposition. Additionally, its longer range and faster charging make it much more capable of traveling long distances when necessary.