Audi Q4 E-Tron vs Hyundai Tucson

What's the difference?

Audi is famous for sticking doggedly to front-wheel drive and quattro AWD, but clearly, when it puts its mind to it, the few RWD machines it has produced over its 116 years have been exceptional.

While not as exciting as the R8 or as supersonic as the e-tron GT, the Q4 e-tron is an impressive machine. Thoroughly engineered and thoughtfully designed to be a friendly, refined, comfortable, safe and capable family SUV, it deserves to be on your shortlist.

With a couple of choice option packages, the base 45 seems remarkably complete, but there’s plenty to enjoy in the hot-shot 55 quattro as well. Either way, Audi seems to be on a winner.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The updated Hyundai Tucson Elite Hybrid N Line offers families space, features and easy-enough handling for everyday stuff and the occasional weekend adventure pursuits.

The price point is higher than the previous non-hybrid model but you get a lot of bang for your buck and my family was comfortable this week.

Whether talking about the SUV or Sportback, the Q4 e-tron is an excellent example of Audi’s recent design prowess.

Beautiful proportions, crisp surfaces, exquisite detailing and undeniable elegance are all present in spades. And the Sportback is a rare example of a graceful-looking coupe SUV, though it is not in the otherworldly Polestar 4’s league aesthetically.

However, where is the originality? You’d never know these are rear-motored and predominantly RWD vehicles. Yes, the Single Frame grille execution is amongst the best-yet from the brand, while the wheelarch ‘blisters’ are an (albeit questionable) homage to the seminal Ur-Quattro of the 1980s, but the Q4 e-tron could be any contemporary Audi SUV from the Q3 up. Its design is the opposite of daring.

Still, maybe the Q4 e-tron’s classy, relatable conservatism explains why the Brits made this car their second-best selling EV of 2024, representing everything that the number one Model Y is not.

Plus, with current global automotive interiors stalling behind over-illuminated and oversized screens full of greasy fingerprints, glitchy electronics and reflections of their frustrated operators, a bit of old-school Audi cabin presentation knowhow can only be a good thing, right?

The Hyundai Tucson has seen a minor facelift on the exterior but most of the changes are in the cabin.

The N Line pack means that you get 19-inch alloy wheels over the standard 18-inch version as well as extended body panelling instead of black plastic trims. There is N Line badging across the car too, but N Line option pack does limit you to just four exterior colour choices.

The front features new stacked LED DRLs which tie in with the fang-like design of the rear LEDs. The origami-styled panelling looks more severe than the previous model which helps it stand out in a class that’s heavy on rivals. 

The cabin features a completely reconfigured dashboard and now sports a large curved display panel that houses those upgraded tech screens and a new 6.6-inch climate control panel.

The centre console has been redesigned to look like it’s floating and now adds an extra-large storage cubby underneath it.

The upgraded interior makes the Tucson a leader for the mid-sized SUV segment and is very pleasant to spend time in.

Unlike most of its German competitors (and the Volvo EX40), the Q4 e-tron is built on a dedicated EV platform known as MEB, and shared with other Volkswagen Group models, like the Skoda Enyaq and Volkswagen ID.4.

Consequently, the Audi feels a wee-bit narrow inside, as the MEB SUV family are on the smallish side for medium-sized SUVs. This is not a criticism, just an observation.

And there is no lack of interior space, either. Entry/egress is easy via large doors, there’s plenty of space for heads and shoulders and legroom is generous. All are an upshot of the EV-only platform.

Despite some obvious packaging links with the other VW MEB interiors, the dashboard is very Audi-esque in styling, layout, functionality and quality.

From the ‘Virtual Cockpit’ electronic instruments and crisp multimedia screen, to the feel of the buttons and logical, easy locations of the controls, the Q4 e-tron is completely and utterly on-brand. And that means high standards. Looks posh. Works well. Nice to touch. No bewildering endless screen-menu search and rescue frustration here.

Plus, the Audi is practical. We’ve already talked about ample room, but even the standard, non-sports seats cosseted and supported over a few hours of testing; different and unexpected levels of storage (including a nifty bottle holder ahead of the forward door jam – brilliant); superb ventilation and, especially in the Sportback 55 e-tron quattro sampled, a banging audio system, complete a suave and sophisticated interior experience.

Issues? No too many, really.

There is quite a lot of quality plastic material visible, which might offend some sensitive souls. There is some road-noise intrusion over coarse surfaces, perhaps reminding owners of the Q4 e-tron’s shared architecture; and rear vision in the Sportback is hampered by fat pillars and slim back glass.  

However, no spare wheel exists. Nada. Just the occasionally ineffective and always-infernal tyre inflation kit, that renders the tyre and kit useless afterwards and so makes for expensive replacements. And just because almost everybody else does it, this is not good enough for Australia.

The corollary of that is quite generous luggage capacity, with the Sportback’s 535 litres somehow beating the more-upright SUV’s 520L VDA capacity, though with the rear seatbacks folded that switches to 1460L and 1490L respectively. Both are gorgeously lush and quite practically shaped.

And what about the storage compartment up front?

The cabin up front is spacious with plenty of head- and legroom on offer. You also won’t jostle for elbow room either when you have a passenger.

The seats are comfortable with their heat function but you might still get fatigue on longer trips as you only get adjustable lumbar on the drivers side and it's simple at best.

The back seat has really good space for the class and no matter the passenger, they were comfortable back there. The seats in the rear are well-padded and access to this row is good for sliding in a child seat as the door aperture is wide.

Other amenities are average with directional air-vents, a single reading light, and a fold-down armrest. My seven-year-old son found the window sills to be quite high, so he didn’t get the view he wanted.

The individual storage is excellent for the class with the redesign as you get a dedicated storage shelf in front of the front passenger and a massive cubby that easily fits a handbag underneath the mid-sized centre console.

There are two cupholders and two drink bottle holders per row but the rear storage bins are skinny. The rear row also gets map pockets but again, these are shallow.

The upgraded technology is a must have and the new multimedia system is easy to use once you spend time with it and looks great with its graphics. The system has built-in satellite navigation, over-the-air updates and wireless connectivity for Apple CarPlay and Android Auto.

Connecting the CarPlay is simple and maintains a strong connection.

Charging options are great with two USB-C ports per row and the front also gets a wireless charging pad and a 12-volt socket to choose from. The centrally located position of the charging pad is handy and the liner grippy - so no phone movement.

Rounding out the practicality is the boot, which has a wide aperture and a loading space level with 582L of capacity available with all seats in use, which is good for the class.

The back row has a 60/40 split but don’t fold flat – they sort of spring up a bit, which might annoy when you do a big Bunnings run. 

There is a 12-volt socket, a space-saver spare tyre underneath the floor and you get a powered tailgate in this model – which I always like.

There are now six variants for the Hyundai Tucson with the release of the hybrid powertrain and all six have the choice of being either a front-wheel-drive or all-wheel drive with either the petrol engine or hybrid powertrain. And every grade gets the option of adding the N Line style pack. So, there is no excuse for not getting the combo you actually want now.

The model on test is the mid-spec Elite Hybrid with the N Line option pack and its priced from $55,100 before on-road costs. That positions it towards the top end of the market but you get an SUV that's more feature-heavy than most of its rivals.

The standard equipment for the upgraded Elite Hybrid N Line now includes dual 12.3-inch technology screens, wireless Apple CarPlay and Android Auto, as well as a 6.6-inch climate control touchpad.

Other equipment includes a powered driver’s seat, heated front seats, suede/leather upholstery, dual-zone climate control, wireless charging pad, digital radio, four USB-C ports, keyless entry, push-button start, space-saver spare wheel and a powered tailgate.

The Kia Sportage SX hybrid is more affordable at $45,950 MSRP but unlike the Elite Hybrid it misses out on wireless connectivity for phone charging and phone integration apps.

The Toyota RAV4 XSE AWD is priced from $52,585 MSRP but misses out on the newer and bigger technology screens that the upgraded Elite Hybrid has.

The Nissan X-Trail Ti 4WD e-Power is the closest rival in terms of price ($55,090 MSRP) and available features.

Unlike the Model Y, there's no storage up front. That space is instead reserved for auxiliaries and, in the 55 quattro versions, the second electric motor that drives the front axle for AWD.

In all versions, a permanently excited synchronous motor sits on the rear axle driving the rear wheels via a single-speed transmission.

Tipping the scales at 2145kg, the 45s produce 210kW of power, to offer a power-to-weight ratio of 98kW per tonne, while the 2235kg 55s’ 250kW output ups that to 112kW/tonne. Both Q4 e-trons deliver a healthy 545Nm of torque.

No slouch, the 45s manage the 0-100km/h sprint in a rapid 6.7s, while the 55 quattro’s extra motor chimes in when extra traction is required, shaving another 1.3s off that, for a 5.4s time. Top speed in both is limited to 180km/h.

Adding a bit more driver involvement, the 55s have variable ratio steering, while MacPherson-style struts up front and a four-link independent rear suspension setup out back help keep everything under control.

The Elite Hybrid N Line model features a hybrid powertrain that combines an electric motor with a 1.6-litre four-cylinder turbo-petrol engine. They combine to produce 172kW of power and 367Nm of torque. Which is more than enough to make the mid-sized Tucson feel spirited.

This particular variant is AWD and uses a six-speed automatic transmission, which can over rev at times but is mostly smooth with its gear changes.

Built on a 400V architecture, the Q4 e-tron uses an 82kWh Lithium-ion battery pack, offering a useable capacity of 77kWh. It only charges to 80 per cent full to help preserve battery life.

Now, driving most of the available versions over a 200km launch route from Adelaide airport to wine country, we averaged between 17.5 and 19.5kWh/100km, with the lighter RWDs obviously being the more economical of the drivetrains.

In ascending order, the official combined average figures are 16.9kWh/100km (Sportback 45), 17.4kWh/100km (45 SUV), 17.5kWh/100km (Sportback 55 quattro) and 18.1kWh/100km (55 quattro SUV).

Despite weighing about the same, the Sportback uses around 0.5kWh/100km less electricity than the SUV version, due to better aerodynamics.

That translates to about 15km of extra distance, with the Sportback 45 going the furthest, delivering a WLTP range of 540km. That’s followed by the 45 SUV, Sportback 55 quattro and 55 quattro SUV with 524km, 503km and 488km respectively.

To aid with recharging, the driver has three modes of battery energy recuperation via steering-wheel paddle shifters.

Plugged in at home, the battery needs about 40 hours to completely recharge, or over 12 hours using an optional 7kWh Wallbox. Maximum AC charging capacity is 11kW.

With a maximum of between 135kW (RWD) and 175kW (AWD) of DC charging capacity, however, 10-80 per cent charge using a 50kW DC public charger needs fewer than 70 minutes, or just 40 minutes if you find a 100kW station.

The official combined cycle fuel consumption figure is a low 5.3L/100km, and my real-world usage came out at 6.0L after doing a lot of open-road driving where hybrids tend to be at their least efficient, so that is an excellent result.

The Tucson hybrid is the second best for fuel usage after the Toyota RAV4 hybrid, which sits at 4.8L/100km for combined usage. Overall, the new hybrid powertrain has proven itself to be pretty frugal. 

Based on the official combined fuel cycle and 53L fuel tank, expect a theoretical driving range of up to 981km, which is great for a family road tripper.

Audi might be late to the affordable electric SUV party, but it’s certainly been worth the wait from behind the wheel, because the Q4 e-tron drives exactly how you would expect an Audi to.

The 45 in either body shape has ample oomph, as its impressive 6.7s 0-100km/h times prove, providing a decent amount of instant speed the moment you put your foot down. This is a smooth, strong and muscular performer.

The steering is nicely modulated and precise, for easy, flowing handling, even when the speed is taken up a few notches. Note that while it may seem a little light, it can be configured for a more dynamic feel.

However, slightly stronger single pedal braking would be appreciated. The Audi EV’s brakes do a great job stopping the car, but they do feel a bit on/off at first. Maybe even a bit wooden.

All the Q4 e-trons we drove on the launch around the Adelaide hills rode on steel springs. That said, and to our surprise, the suspension is more than comfortable enough, soaking up many of the bumps we encountered without breaking a sweat.

Plus, except on coarse bitumen, there's not much of any type of noise coming through inside the cabin. These are agreeably comfortable and refined cruisers.

Meanwhile, the 55 quattro version is a slightly different proposition, with measurably stronger acceleration across the board and more eager throttle response. Actually, even on bone-dry roads at the height of summer, there’s almost too much torque coursing through the axles, so just be wary of this EV’s considerable power.

Still, the twin-motor Audi feels like a relaxed yet brawny grand touring SUV, with plenty in reserve for fast overtaking and quick getaways. Even the RWD model provides exceptional roadholding and control, but that extra AWD grip when things become a bit slippery would certainly be a bonus.

Plus, kudos to the Germans for delivering user-friendly driver assist safety systems. Nuanced and largely unobtrusive, they keep you safe without driving you to distraction. China and Polestar in particular, are you listening?

On the flip side, you do feel the extra weight of the second electric motor (about 100kg more), and so it doesn't quite have the agility and alacrity of the standard 45 RWD machine.

Indeed, there isn’t quite the athleticism or connection of driver-focused alternatives (like BMW), but the Q4 e-tron rarely puts a foot wrong, either.

Impressively capable and dynamic, Audi’s more-affordable electric SUV has been worth the wait.

The new hybrid powertrain offers respectable power delivery that makes the Tucson feel zippy in the city and a relaxed cruiser on the open road.

There can be some over-revving when you’re trying to get up to speed and the accelerator and brake feel touchy at first until you get used to them.

On the hybrid side of things the Elite Hybrid has regenerative braking and there are moments of pure EV mode but it kicks in seemingly when it feels like it. When it is on, there’s practically no engine noise but when it's off, the cabin still remains fairly quiet.

My family went off the paved stuff this week and hit muddy and gravel roads on our quest to find a cool picnic spot, and the Elite Hybrid impressed with how it handled the different terrains. It’s not an off-roader but you can still do mini adventures.

The Tucson is mid-sized and has a very clear reversing camera with front and rear parking sensors, so it’s not too hard to manoeuvre or park.

The real negative feedback is that on three separate occasions, our test car randomly shifted into neutral while driving and to clarify, this did not occur while trying to shift into or out of 'drive' but while on the road, already in drive.

The first time it happened, I thought I had somehow bumped the column shifter but on the other two occasions, I happened to be watching my husband drive and he didn’t touch the shifter.

This is probably just a fault on out test car and not indicative of the model in general but it wasn't fun.

FINALLY! Hyundai has listened to the people.

They have found a workaround for the annoyingly intrusive beeping alerts associated with the traffic sign recognition and speed alert tech. Yes, they still alert unless you turn them off and yes, you still have to turn the damn thing off every time you get in the car, but you not longer have to access five to six menu pages to do so. Hurrah.

The Hyundai Tucson Elite Hybrid N Line has a robust safety features list and includes equipment like blind spot monitoring, driver attention monitoring, safe exit warning, rear occupant alert, forward collision warning, LED daytime running lights, rear cross-traffic alert, lane keeping aid, traffic sign recognition, intelligent seatbelt warning, adaptive cruise control, a reversing camera, and front/rear parking sensors.

Our test model misses out on lane departure alert and the lane keeping aid is too intrusive for every day driving. It gets to the point where you wonder who is driving, you or the car.

The Hyundai Tucson has a maximum five-star ANCAP safety rating from testing done in 2021 and the hybrid variants are covered by this as well. It has seven airbags, including, the newer front centre airbag.

The Tucson has two ISOFIX child seat mounts and three top-tethers.

Auto emergency braking (AEB) is standard and features car, pedestrian, cyclist and junction assist detection which is operational from 5.0 – 80km/h (85km/h for car) but it's usual to see a higher top speed for the car detection (usually 180km/h).

Audi’s warranty remains the same as before, at five years with unlimited kilometres, with the battery covered for eight years or 160,000km. Six years of roadside assistance is also included.

Service intervals are every two years or 30,000km. Nothing special here nowadays.

But the Q4 e-tron owner can buy a six-year service plan for a total of $2050, while gaining 12 months of free electricity at Chargefox stations. They can also purchase a JET Charge home installation charger from $800.

Hyundai offers the Tucson with a five-year/unlimited km warranty and the battery is covered by an eight-year/160,000km warranty which is pretty standard for the class now. 

You can pre-purchase servicing for up to five years and the breakdowns are as follows.

Three years or up to 30,000km for $1240 (average $413 per service).

Four years or up to 40,000km for $1700 (average $425 per service).

Five years or up to 50,000km for $2040 (average $408 per service).

The five-year pricing is comparable to its rivals and not outrageous for the class.

Servicing intervals could get annoying if you put a lot of kilometres on your car as they sit at every 12 months or 10,000km, whichever occurs first.