Audi Q4 e-tron / Q4 Sportback e-tron (MEB — Model-Year 2025)
Audi’s “compact-plus” EV SUV shares the VW-Group MEB toolkit but adds firmer chassis tuning, Audi-specific electronics and a more premium finish. The 2025 update brings new Matrix LED lighting, a closed 3-D Singleframe, faster MMI 11.6″ (Snapdragon), and a second-generation heat-pump (standard for Italy). The high-density battery (82 kWh gross / 77 kWh net) now accepts 175 kW DC peaks (previously 150 kW).
| Variant | Motors | Output / Torque | Drive | 0-100 km/h | Net battery | WLTP range |
|---|
| Q4 35 e-tron | 1 × PMS | 125 kW • 310 Nm | RWD | 9.0 s | 55 kWh | 436 km |
| Q4 45 e-tron | 1 × PMS | 210 kW • 545 Nm | RWD | 6.7 s | 77 kWh | 552 km (SB 562) |
| Q4 45 quattro | 2 × PMS | 235 kW • 679 Nm | AWD | 6.2 s | 77 kWh | 520 km |
| Q4 55 quattro | 2 × PMS | 250 kW • 679 Nm | AWD | 5.4 s | 77 kWh | 507 km |
Charging: DC 175 kW → 10–80 % ≈ 28 min (≈ 125 km in 10 min). AC 11 kW std., 22 kW opt.
Luggage: 520 L SUV / 535 L Sportback (1 490 L seats-down). No frunk.
Strengths
| PRO | Why it convinces |
|---|
| Solid real-world efficiency | 45 RWD averages 17-18 kWh/100 km at 120 km/h, yielding 420 + km motorway range. |
| Faster DC charging | New 175 kW peak & improved curve cut 10-80 % time by ~25 % vs MY 22. |
| D-segment interior room | 2 764 mm wheelbase, flat floor, generous rear leg/head-room. |
| Refined ride & steering | Re-valved dampers and recalibrated EPS; optional S-line sport chassis is tight yet pliant. |
| Snappy MMI 11.6″ system | Customisable widgets, wireless CarPlay/Android Auto, natural-language voice. |
| Tight urban turning circle | Variable-ratio rack: 10.2 m kerb-to-kerb on RWD models. |
| Wide ADAS coverage | Pedestrian/cyclist AEB, lane-centring, stop-&-go ACC, self-learning park assist. |
Weaknesses
| CON | Typical remark |
|---|
| DC peak trails 800-V rivals | Still slower than Audi Q6 e-tron or Hyundai E-GMP cars at ≥ 250 kW chargers. |
| No frunk | Emergency kit and charge cables reduce boot space. |
| Materials below core-Audi level | Hard plastics in lower dash; aluminium-look trim, not real metal. |
| No full one-pedal stop | Max regen −0.3 g; final 5-7 km/h need brake pedal. |
| Costly 22 kW onboard charger | €1 800 option rarely recoups cost for overnight home charging. |
| Residual-value pressure | Tesla Model Y offers more range per €; may weigh on used prices. |
Indicative maintenance
| Service | Parts | Labour | Interval |
|---|
| Cabin filter + HV check | €60 | €80 | 30 000 km / 24 mo |
| Brake fluid | €25 | €90 | 3 yr |
| HEPA filters (opt.) | €110 | €60 | 60 000 km |
| 235/50-20 tyres (EV rated) | €1 050 / set | – | ≈ 35 000 km |
| Battery-coolant service | – | €140 | 90 000 km |
Home charge 11 kW: 77 kWh → 0-100 % in ≈ 7 h 45 m = ≈ €17 (@ €0.22/kWh) ≈ 430 km range.
Price list (OTR, MY 25)
| Model | Power | Base price |
|---|
| Q4 35 e-tron | 125 kW RWD | €57 100 |
| Q4 45 e-tron | 210 kW RWD | €61 500 |
| Q4 45 quattro | 235 kW AWD | €65 900 |
| Q4 55 quattro | 250 kW AWD | €69 800 |
| Sportback body | — | +€1 600 |
Eco-bonus applies if ISEE ≤ €35 k.
Frequent issues & fixes
| Issue | Current remedy |
|---|
| Early-MMI freeze (MY 22) | OTA v3.2.1; head-unit swap if persists. |
| Mirror vibration > 120 km/h | Stiffer rubber mounts from MY 24. |
| 12-V battery drain after long parking | BMS 0567-23 update + stronger AGM battery. |
| Brake-disc rust / squeal | Low-noise pads & automated drying cycle in SW 0570. |
Verdict
The Q4 e-tron sits in a crowded, fast-moving slot: premium-compact EV crossovers that cost €50-70 k and promise 400 + km of real range. Every rival brings a distinct lure—BMW iX1’s handling polish, Mercedes EQB’s seven seats, Tesla Model Y’s efficiency/price, Volvo EX30’s styling value—so Audi’s proposition must rest on balance rather than a single headline number. Below is a drill-down of how it stacks up in ten key dimensions that buyers and fleet managers weigh most.
| Domain | Where Q4 excels | Where it just matches | Where it still trails |
|---|
| Range vs. cost | 45 RWD delivers honest 420–440 km motorway on the 77 kWh pack—top-quartile for the class. | €/km of range roughly even with BMW iX1 and Volvo EX40. | Tesla Y LR gives ~25 % more km per euro. |
| Charging experience | New 175 kW peak + broad 130–150 kW plateau, reliable pre-conditioning. | Dual-motor variants slow to ~80 kW above 60 %. | 800-V PPE & E-GMP rivals sprint to 240–270 kW. |
| Ride & NVH | Re-valved dampers remove early pogo effect; acoustic glazing & double door-seals hush wind to 67 dB @130 km/h. | Still firm over expansion joints on 21″ S-line wheels. | Volvo EX40’s passive set-up rides better on poor asphalt. |
| Steering & handling | Variable-ratio rack quickens parking, feels natural on B-roads. | Body control good, not sporting. | BMW iX1 & Ford Explorer EV offer crisper turn-in. |
| Cabin ambiance | Typical Audi clarity: physical row of HVAC toggles avoids ID.4’s haptic frustrations; ambient LED strip & Custom Theme Modes pleasant. | Hard plastics visible in lower doors—acceptable, yet not Q5-class. | Genesis GV60 dazzles with richer materials & wow factor. |
| HMI / Infotainment | Snapdragon MIB 3.5 now boots in <4 s; voice assistant finally responsive; OTA cadence quarterly. | HUD is still 2-D, not AR. | Mercedes’s MBUX Hyperscreen remains king for graphics. |
| Practicality | Rear bench slides 150 mm, offering estate-like cargo flexibility; ISO-FIX in front seat. | No frunk, boot floor high. | Tesla Y and Ford Explorer add 70–90 L extra storage up front. |
| Running costs | Service plan €11 / 1 000 km inc. brake-fluid, cabin filter, roadside. Tyres: EV-rated Hankook iON ~€250 each. | Insurance mid-pack: group 19 (Italy). | Electricity + tyre outlay ≈ 10 % higher than Model Y due to efficiency gap. |
| Depreciation outlook | Audi badge & fleet demand cushion : early 2021 Q4 40 still holds 67 % of MSRP at 36 mo. | Quattro variants forecast –4 pp vs RWD because of higher list & energy use. | Tax break gaps (no VEB bonus >€35 k ISEE) will hurt private-buyer resale vs sub-€50 k EVs. |
| TCO for company fleets | 45 e-tron RWD (61 k€) emits 0 g WLTP → 0 % fringe-benefit tax in NL, BE, moderate 1,84 kW/km tax base in IT; tyre + brake wear better than heavier MEB-AWD. | Real-world energy cost 3,8 €/100 km (Italy avg €0.41/kWh public). | Model Y RWD still cheapest at 3,0 €/100 km thanks to lower drag and lighter mass. |
Who should sign the cheque?
Urban families wanting a quiet, premium cabin, square cargo bay and near-one-pedal driving but without Tesla minimalism.
User-chooser fleet drivers who need WLTP 0 g taxation yet value brand cachet for resale.
Couples downsizing from Q5: familiar Audi ergonomics, 30 cm shorter turning circle, but similar cabin length.
Who should keep browsing?
Road-trippers doing 35 000 + km/yr without reliable 175 kW chargers on route—Q6 e-tron/Hyundai/Kia 800-V twins recharge faster.
Buyers hunting the highest tech theatrics (MBUX Hyperscreen, Volvo’s Google built-in, AR HUD).
Seven-seat seekers—EQB or upcoming ID.Buzz LWB are only small-footprint options.
Recommended spec
Q4 45 e-tron RWD S-line + heat-pump + Tech-Pack
Balance of power, efficiency, price and eco-bonus eligibility (<€65 k with careful optioning).
Skip 22 kW onboard charger unless regular daytime AC top-ups exceed 50 km/h each.
Final word
The Q4 e-tron is not the fastest-charging, cheapest, nor flashiest electric crossover, yet its sum of traits—range that feels truthful, Audi consistency, docile ride, sensible ergonomics—makes it one of the least fatiguing EVs to live with daily. For many households, that quiet competence counts more than lap-time bragging rights or TikTok-ready screens.
Audi Q4 e-tron: pros, cons, costs and common fixes 
