Audi Q8 E-Tron vs Citroen C4

What's the difference?

The Audi Q8 e-tron ushers in welcome improvements to an already likeable and capable large luxury SUV.

But it is also feeling dated compared to newer and fresher rivals like the BMW iX, isn’t as good to drive as the best, offers disappointing range for the size of the new battery, and prices are creeping up for what is essentially a half-decade-old EV.

The name change isn’t enough. What the Q8 e-tron really needs is a massive leap in its Vorsprung durch Technik in a rapidly evolving electrified landscape.

 Very good… but far from great.

It’s weird, wonderful and fun, in more ways that one. I think every segment could use an oddball alternative like the C4. Citroen has successfully transformed it from a hatch to a small SUV with a difference. It’s not going to be for everyone – few Citroens are – but those who are willing to take a chance will be rewarded with a surprisingly competitive little package that stands apart from the crowd.

The Q8 e-tron looks smaller than it actually is, with the SUV wagon’s length/width/height/wheelbase numbers measuring in at 4915/1937/1633mm/2928mm, respectively.

The Sportback version is slightly lower at 1619mm.

You’ll need a keen eye to spot the difference between the old e-tron and new Q8 e-tron, with almost all of the visual changes reserved for the front end.

For starters, there’s a new, two-dimensional four-ring logo that looks larger and flatter than before, sitting within a sleeker and slimmer grille treatment that now takes in the restyled headlights. Along with the redesigned bumper, the effect serves to broaden the SUV’s stance.

The effect also suggests improved aerodynamics, aided by small air foils near the wheel arches and a fully-clad underbody section.  

Otherwise, aside from the odd inclusion of the make-model name on the B-pillar and minor trim updates out back, the Q8 e-tron keeps the same, contemporary appearance of its predecessor. Which is no bad thing. 

And there are even fewer changes inside.

It’s really hard to stand out in Australia’s busy marketplace, especially in this small SUV space, where there doesn’t really seem to be as much of a design rulebook as there is in other segments.

Rooflines are wildly different, as are beltines and light profiles. While some may decry the fall of the hatchback to these more high-riding options, at least some of them are bringing fresh design ideas to the car world.

Our C4 is a great example. An SUV perhaps in profile only, it sports a slinky descending roofline, tall, contoured bonnet, a frowny-face LED profile, and characterful plastic claddings, which are a continuation of Citroen’s ‘Airbump’ elements, which gave cars like the previous-generation C4 Cactus such a unique look.

The rear is this car’s most confronting angle, with a post-modern approach to the light profile, and in reference to C4s past, a spoiler integrated into the rear tailgate.

It looks cool, contemporary, and I think is successful in its aim to blend the sporty elements from the hatch world with the sought-after high-riding elements of an SUV.

It certainly caught a few eyeballs in my time with it, and if nothing else, a bit of attention is something the Citroen brand desperately needs.

In the past you could rely on this brand to give you a funky interior, but one that sadly also came with its fair share of sub-par plastics and strange ergonomic. So I’m pleased to report that the new C4 dips into the better looking and feeling Stellantis parts catalogue for a still interesting yet more coherent experience this time around.

The modern look and feel of this car continues with interesting seat designs, a high-riding dash with a higher degree of digitization than before, and improved ergonomic features (even over some notable Peugeots). We’ll talk more about those in the practicality section, but the C4 feels as weird and different from behind the wheel as you’d hope , with an odd dash profile, a fun and minimalist steering yoke, and attention-to-detail elements, like a detail strip that runs through the door trims and across the seats.

These elements are welcome and help separate this Citroen from its Peugeot siblings. It will need this going forward, as it also now shares much of its switchgear and screens with its sister brand.

This is largely a good thing, with the 10-inch screen looking and feeling good and slotting into this car’s design nicely.

More than merely good enough.

Entry and egress are easy thanks to a lofty ride height and wide-opening doors. Once sat, you’ll discover Audi has not changed anything much inside compared to the old e-tron. Frankly, very little needed to.

You’ll still find a strikingly stylish and upmarket cabin offering sufficient space for five people, a commanding driving position, superbly supportive front seats that are a boon when long-distance driving, plenty of storage options, ample ventilation and suitably moody lighting.

While not the most modern dash on the market when contrasted to the vast ‘hyper’ screens of some rivals, the Q8 e-tron’s remains very architectural in appearance and presentation.

Trim and material quality are certainly up to brand expectations. Practicality remains a priority, with lots of storage areas within the dash, console and door cards.

There are no fewer than three screens – a 12.3-inch digital instrument cluster Audi calls 'Virtual Cockpit', a 10.1-inch central multimedia display with haptic feedback and an 8.6-inch unit for climate control.

While they may seem daunting at first, a little familiarisation means most users will find them easy to operate.

Kudos, too, to the super-clear markings in the instrumentation, as well as the very satisfying tactile sensations of using the quality switchgear and controls. Typical Audi thoroughness here.

The same applies to the Q8 e-tron’s roomy and pleasantly-presented back seat area, with intelligently designed seating offering a nicely angled backrest as well as supportive cushion.

Three people can fit across without too much pain, though two is better, as the folding centre armrest and other amenities like air vents and climate control systems can be better-accessed and enjoyed.

You can see, smell and feel where your money’s gone inside. This is a quiet, isolated and cocooning experience, whether cruising on the motorway or stuck in heavy urban traffic. As you’d expect from a luxury SUV.

About the only real jarring aspect are the $3500 virtual exterior mirrors, created to improve aero performance. Their door-mounted screens are set low, outside the natural visual eyeline of the driver, creating confusion and adding precious extra seconds of eyes not on the road ahead. They’re irritating to the point of frustration.

Otherwise, the Q8 e-tron gets the job done inside, with cargo capacity at a reasonable 569 litres in the SUV wagon and 528L in the Sportback. And there’s even a 62L tub in the frunk up front to store the cables that also come standard with the EV.

Audi interior and packaging expertise strikes again.

The C4 brings some interesting practicality elements. There are a few areas where it’s even better than the improved layouts of recent Peugeot models.

The cabin feels spacious, with the C4’s relatively long wheelbase providing ample room in both rows. Adjustability is good for the driver, although it is worth noting that the seats have an odd blend of manual adjust for sliding fore and aft, contrasted with electrical adjust for seat height and tilt.

Comfort is superb from the memory-foam stuffed and thick synthetic-leather-clad seats. I don’t know why more cars don’t adopt this approach to seat design. You sink into these seats and are left feeling like you’re floating above the ground rather than sitting on something. The feeling here is unmatched in the small SUV space.

The massage function is a wholly unnecessary addition, and with the thick seat cladding, it didn’t really add much to the experience.

The seat bases aren’t too high either, unlike some cars in the SUV class, but the dash design itself is very tall, so people shorter than my 182cm height might find extra adjustment is required to see over the bonnet.

There are large bottle holders in each door with a very small bin; dual cupholders in the centre console, and a small armrest console box.

There’s also an odd little two-tiered shelf under the climate unit, with a removable base for extra storage underneath. It seems to me that the top shelf is a missed opportunity to place a wireless charger, although connectivity is handy with the choice of USB-C or USB 2.0 to connect to the wired phone mirroring.

A big win is the presence of a full dial set for not just volume but the climate unit too. This is something the Citroen scores over some of the new Peugeots, which have moved the climate functions to the screen.

Somewhat less wonderful are the digital dash cluster and holographic head-up display. These seem to be a bit redundant in the information they display to the driver, and the digital dash has no customisation, leaving me wondering what the point of it is.

The C4 also has some interesting innovations on the front passenger side. It has an unusually large glovebox and a neat little sliding tray, which looks like something from a Bond car.

It also has a slide-out tablet holder. This odd little thing lets you securely mount a tablet to the dash to provide a multimedia solution for the front passenger, which may be good for entertaining larger kids on longer journeys. Or adults who don't want to talk to the driver. It’s a neat inclusion, but I’m not sure how many people will use it in the real world.

The back seat offers a remarkable amount of room. I’m 182cm tall and had heaps of knee room behind my own driving position. The nice seat trims continue, as does the patternwork and detailing, which is the kind of attention to detail you don’t always get from rivals.

Headroom is a little limited, but you also score dual adjustable air vents and a single USB port.

The boot comes in at a hatch-sized 380-litres (VDA). It’s a neat, square shape with no little cutaways at the sides and is just big enough to fit our full CarsGuide demo luggage set, but leaves no room to spare. The C4 features a space-saver spare wheel under the floor.

In recent memory, Citroen’s offerings (the smaller C3 hatch in particular) have decidedly missed the mark on value. It’s not enough to be a niche player in Australia anymore – we have too many brands for that - so Citroen has had to have a re-think of its pricing strategy.

The resulting C4 that launches in Australia comes in a single, highly specified trim level, at a price that is remarkably competitive for its segment.

Wearing an MSRP of $37,990, the C4 Shine is positioned to compete with rivals like the Subaru XV (2.0i-S $37,290), Toyota C-HR (Koba hybrid - $37,665), and equally funky Mazda MX-30 (G20e Touring - $36,490).

For the asking price you also get the full list of available equipment, including 18-inch alloys, full LED exterior lighting, a 10-inch multimedia touchscreen with wired Apple CarPlay and Android Auto connectivity, built-in navigation, a 5.5-inch digital dash cluster, a head-up display, dual-zone climate, full synthetic leather interior trim, and a top-down parking camera. This leaves only a sunroof ($1490) and metallic paint options (everything but white - $690) as available extras.

The Citroen also packs some unusual items that represent surprising value – the front seats have a massage function and are stuffed with a very nice memory foam material, while the suspension system packs a set of hydraulic dampers to iron out the ride.

While the C4 faces tough competition in the small SUV segment, I think it represents pretty solid value at the price, so long as you’re chasing a virtue like comfort over hybridisation. More on that later.

Tech-overload alert. As per its predecessor, the Q8 e-tron 55 continues with two electric motors – one on each axle – for ‘quattro’ all-wheel drive.

Upgraded internals are said to improve efficiency substantially. Both are induction/asynchronous motors, mated to a single-gear two-stage ratio planetary transmission.

In the 55 model, the dual-motor set-up delivers a combined 300kW of power and 664Nm of torque, for a healthy 0-100km/h sprint-time of 5.6 seconds, on the way to a 200km/h top speed.

That’s impressive, given the lightest Q8 e-tron 55 tips the scales from 2595kg. That said, the Audi’s power-to-weight ratio is an equally strong 116kg/tonne.

Other updates include more direct steering, stiffer front suspension and retuned chassis controls.

Suspension is a five-link arrangement all-around, with adaptive air suspension featuring an electronically controlled with continuously variable adaptive damping system.

The C4’s single trim level has a single engine, and it’s a good one; a peppy 1.2-litre three-cylinder turbo.

It appears elsewhere in the Stellantis catalogue and has been refreshed for the 2022 model year with a new turbo and other small refinements. In the C4 it produces 114kW/240Nm and drives the front wheels via an Aisin-sourced eight-speed torque converter automatic transmission.

No dual-clutches or CVTs to be found here. This sounds good to me, but is it good to drive? You’ll have to read on to find out.

The good news is that the lithium-ion battery pack size rises from 95kWh to 114kWh, and is accompanied by faster DC charging capability, due to a jump from 150kW to 170kW.

While far from the class best, this cuts down charging times by a considerable margin.

The claimed driving range is 454km, while average consumption is a disappointing 25.6kWh/100km. The Q8 e-tron’s trip computer during our run in it recorded a mid-to-high 20s readout, by the way.

Despite the little turbocharged engine and the abundance of ratios in that transmission, the Citroen C4 disappointed me a little bit when it came to real-world consumption.

The official/combined consumption sounds reasonable at just 6.1L/100km, but after a week of driving in what I would consider realistic combined conditions my car returned 8.4L/100km.

While it’s not terrible in the wider context of small SUVs (a segment that is still packed with naturally aspirated 2.0-litre engines), it could be better.

The C4 also needs at least mid-shelf 95RON unleaded fuel and has a 50-litre fuel tank.

For decades, Audi used the advertising tagline ‘Vorsprung durch Technik’ – which means Progress through Technology in its native German – to highlight how advanced its vehicles are.

So, how has the Q8 e-tron advanced over its predecessor?

Right from the get-go, there’s so much to dig about the electric Audi SUV, especially if you’re new to luxury EVs.

To start with, it’s as quiet as you’d expect, even by luxury brand standards. As the Audi accelerates, the sense of momentum is somewhat masked by how refined and civilised your progress is.

Watch that, though. You could get a speeding fine more easily than you expect!

Anyway, with 664Nm of torque coming on instantly, there’s certainly no shortage of it, backed up by enough muscle for effortless and instantaneous overtaking. This sort of motoring can become highly addictive.

Similarly, a low centre of gravity, combined with a beautifully modulated electric power steering and the quattro AWD set-up, provides pleasing agility combined with reassuring roadholding. Even when you’re pressing on, the Q8 e-tron corners and grip with confidence and control.

So far, so good. Especially considering the air suspension is further cushioning your sense of speed, with excellent bump absorption for an isolated ride.

That’s on the standard 20-inch alloys spec. Riding on the larger wheels, there is a bit more firmness, as well as some road-noise intrusion.

Plus, it doesn’t take long to realise the Q8 e-tron is a very heavy vehicle. Though undeniably quick and athletic, changing directions in a hurry means that the SUV can feel a bit unwieldy.

Throttle response at higher velocities can seem a little muted and, over certain crests and humps when travelling fast, there is a sense that the driver really needs to have their wits about them.

Best to take it a bit easier, then, and enjoy the serenity the Audi EV SUV delivers in more typical and restrained travelling scenarios.

There is so much that the Q8 e-tron brings, and driving it normally really does reveal a sophisticated, comfortable, dependable and high-quality grand-touring experience.

Push a bit harder, though, and some cracks show up.

Driving the C4 is an interesting experience because it approaches the road a little differently from most of its rivals.

It really leans into Citroen’s newfound comfort-focused niche with the seating and suspension. This results in an overall experience that is a bit unique in the market, and quite pleasant, too.

The ride really is quite good. It’s not a fully hydraulic system but has dual-stage dampers that essentially smooth out corrugations and much of the nasty stuff that comes into contact with the tyres.

It’s odd because you can hear the big alloys crashing about on the road, but ultimately you feel little of it in the cabin. What’s more impressive is Citroen has managed to imbue the C4 with this floating-on-the-road feeling, while maintaining enough of a ‘real’ driving position to make it feel like you’re sitting in the car and not on it.

The overall result is impressive. The comfort extends to the seats, as mentioned, which really do still feel floaty and supportive even after hours on the road. It also extends to the steering, which has a very light tune. This is a bit unsettling at first, as it feels like it has a large dead-zone in the centre, but it is also speed dependent, so once you’re cruising it regains a significant amount of feel. You can also manually bring back a bit of firmness by setting this car to its Sport drive mode, which is unusually good.

This means you can have an ease of operation in tight quarters while maintaining enough feel to make it fun to drive when you need to ask more of it. Clever.

Speaking of fun, the revised 1.2-litre three-pot is a hoot. It has a distant but entertaining gruff tone under pressure, and surges forward with just enough urgency to not leave you really wanting for power.

It’s not what I would call quick, but it has a raucous attitude paired with a well-behaved torque converter auto to make it truly entertaining. When you push it, there’s a moment of turbo lag followed by a lump of torque, which the transmission lets you ride out before decisively snapping into the next gear. I like it.

Again, it's not quick, but it punches just enough above its weight to leave you with a smile when you stick your boot in. To have that in a car otherwise so focused on comfort is an unexpected pleasure.

The dash cluster could use some work, as could visibility out of the cabin. The small aperture out the rear and tall dash line could leave some drivers feeling a bit claustrophobic. While the engine is fun to engage with, the turbo lag could potentially be a source for annoyance at times, too.

Brief negatives aside, I think the C4's drive experience really brings something unique, fun, and comfortable to the small SUV space.

There's not such a good story to tell here. While the C4 comes with today’s expected suite of active-safety items, it just fell short of a five-star ANCAP rating, scoring just four stars upon its launch.

Active items on the C4 Shine include auto emergency braking, lane-keep assist with lane-departure warning, blind-spot monitoring, adaptive cruise control, and driver-attention alert.

Some active items are notably missing, like rear cross traffic alert, rear auto braking, and more cutting-edge items like junction alert for the AEB system.

What cost this car its five-star rating? ANCAP says the lack of a centre airbag contributed, but the C4 also fell short on protection for vulnerable road users in the event of a collision, and its AEB system also had marginal night-time performance.

Audi provides a five-year/unlimited kilometre warranty as well as six-years’ worth of free roadside assistance, which is nothing unusual these days, while the battery warranty is eight years or 160,000km.

The first six years of scheduled servicing is free, too. Intervals are every two years/30,000km (whichever comes first).

Plus, owners also receive six years of complimentary access to Chargefox’s network.

Ownership has always been a tough topic for unusual Euros like the C4, and that seems to continue here. While Citroen offers a competitive five-year and unlimited-kilometre warranty for all its new products, it’s the service costs that will hurt the most.

While most Japanese and Korean brands are competing to really keep these numbers down, the C4’s average yearly cost, according to the provided schedule, comes in at an average of $497 for the first five years. That’s nearly double the cost of Toyota’s C-HR!

The C4 Shine will need to see a service centre once a year or every 15,000km, whichever occurs first.