Audi Q8 E-Tron vs Kia Tasman

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.

Kia has taken a great big swing here. And you know what? Driving it out in rural NSW during the depths of winter, the new Tasman is an impressive and solid first effort. In fact, in a couple of key areas ­– namely interior design, cabin packaging and overall operational ease – it might be a segment front runner.

But precisely because Kia has come so close first time out, we want a more comfortable and settled ride, more top-end power response and a broader range of engine options, including electrification. These will come in time, but, for now, the Tasman stands tall as an unexpectedly friendly and enjoyable alternative to the equivalently priced Ranger, HiLux, Triton and D-Max. And that's a massive win in our books.

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.

Plenty has been said about the Tasman’s very individual styling, with opinions differing wildly.

That is the subjective nature of aesthetics, and our only useful observation here is that exposure does lead to familiarity that we found endearing.

The point is that at least people are talking about it. Kia clearly meant this vehicle to stand out against the hordes of other medium-sized utes.

While the front- and rear-end designs won’t please everybody, the Tasman is well-proportioned in profile.

But there is another function to the Kia’s design that should silence even its harshest critics, and that’s when you look at it from a functionality perspective.

Slightly larger in almost every dimension than the three leaders in Australia – Ranger, HiLux and Isuzu D-Max – the Kia ute feels like it's been designed around people. It's a fit for purpose exercise owners will appreciate over time.

Drinking in the dimensions, the Tasman measures in at 5410mm in length, 1930mm in width, 1870mm/1890mm/1920mm (S, SX, SX+/X-Line/X-Pro, and all with roof racks) in height and 3270mm in wheelbase.

These figures differ some +40mm, +12mm, –5mm to +45mm and 0.0mm to Ranger, and are +85mm, +75mm, +65 to +105mm and +185mm more than HiLux, respectively (according to Kia).

And such size is felt inside.

For many people, the Tasman’s attractive cabin is its best view, thanks to a vast amount of space, a smart, very car-like dashboard dominated by a massive electronic display, interesting textures and focus on practicality and ease of function.

Inner beauty, then. Isn’t that what we humans ultimately strive for?

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.

Big, solid doors swing wide, opening up to an expansive cabin that is larger and airier than most mid-sized utes we’ve encountered.

The Tasman is meant to be a workhorse, and there are lots of hard plastics everywhere. Yet even the lower grades seem premium, because the materials have a quality finish to them. And the attention to detail feels elevated for a ute.

The Audi-esque full-length ventilation bar encircling the main dashboard backing is a perfect example of this, presented in a honeycomb texture and featuring airflow direction joysticks because, well, just because.

The lovely cloth upholstery is another. It helps make the brilliantly comfortable front seats even better, even after longer stints on them. Of course, a fine driving position helps, with the aid of an attractive, 'squircle'-esque steering column that tilts and telescopes, as well as superb vision all-around, easy-to-access controls and even big sun visors that swing and extend to the side for better sun block. Thank you! And nothing’s a stretch away, except for the other side of the ute.

Dominating the dashboard is an elegant 76cm electronic display.

Divided into three, it consists of a 12.3-inch digital instrumentation cluster, another for the multimedia and vehicle settings touchscreen, and a smaller 5.0-inch section for the super-effective climate controls.

Sounds complicated, but it isn’t, particularly as Kia also provides separate toggle switches for temperature, fan and related functions, a central volume wheel and a set of buttons for GPS, multimedia and other operations. All are anti-distraction and simple to the extreme.

The good times keep rolling with ample storage, including on the wide centre console, in all four doors and under the rear cushions.

The lower grades have a T-bar auto selector in the centre, but the X grades swap out a column stalk that frees up more space for phone chargers, additional storage and a front armrest that flips forward to provide a makeshift flat-surface table. We haven’t seen that since the Ford AU Falcon’s now-ultra-rare work-station accessory.

Synthetic leather trim, classy seat and dash patterns, glossier finishes and ambient lighting up the luxury ante in the up-spec versions, too.

The Tasman cabin love-fest continues in the DC P/U’s spacious second row, offering room for a trio of passengers, even larger ones wearing big boots to tuck underneath the front seats. You don’t feel hemmed-in with your scalp against the rear glass.

Again, easy access, on pleasingly thick cushions and a nicely-raked backrest. The latter lift and fold respectively for the aforementioned hidden storage options.

But while the appealing ambience remains, the S and SX miss out on a rear air vents and the cupholders that come with the deleted centre armrest.

No such issues blight the X models, which also bring rear seats that slide forward, offering some extra recline, along with additional USB-C ports.

All models feature grab handles, overhead lighting and coat hooks.

It’s also worth noting that the Tasman’s interior is quiet.

Further back in the DC P/U is a tub, that measures in at 1573mm long, 1600mm wide and 540mm high, meaning it is rated for European and Australian pallets. Except for a 31mm shortfall in the width between the wheelarches at 1186mm, Kia says these numbers are superior to Ranger equivalents, though the HiLux is better for length and girth.

Other numbers to remember are the Tasman’s 1212 litres (VDA) of tub capacity, 3250kg Gross Combined Mass and payload that varies from 1013kg (X-Pro) to 1124kg. A sub-tonne modification is also available. Braked trailer towing capacity is 3500kg, or 750kg without brakes.

Every Tasman’s tub also includes a lift-assist tailgate, four tie-down hooks, but only higher-grade models come with a tub liner, side rails and cleats, a 240V power outlet, extra lighting and a hidden compartment within the right-side wheel arch. Several tonneaus can be had, in soft and hard and manual or electric operation, as well as sports bars and fleet or premium canopy choices. Both line up with the roof racks for longer loads.

The tray in Cab Chassis models, meanwhile, can be had in colour-coded heavy-duty steel, as well as HD alloy and a double-folded aluminium extruded item. Extra storage boxes and drawers, water tanks and trundle trays are available.

Finally, the tow bar with rated recovery hooks can manage twice the Tasman’s GVM.

Kias used to only be about cheapness. Remember the Mentor, Credos and Carens from about 25 years ago? Well, things have certainly changed!

And, more importantly, since then, the South Korean brand has not been afraid to take some mighty big swings.

Like with the Pro_Cee’d hot hatch, Picanto city car, later Sorento family SUVs, Stinger grand touring sports sedan and Carnival people mover. Some flopped, but all were met with critical acclaim, while today’s EV3, EV6 and EV9 SUVs are amongst the greatest electric vehicles of this or any era. All this from humble little Kia!

And the Tasman ute’s pricing, too, is ambitious.

All auto-only, the MY26 TK series kicks off with the two-wheel-drive (4x2) S from $38,010 (all prices before on-road costs) in Single Cab Chassis (SCC) and $42,990 Double Cab Pick-Up (DC P/U) guises.

Yep, only two 4x2 models exist in Australia for now.

The cheapest four-wheel drive Tasman is the S SCC 4x4 from $45,010, followed by the S Double Cab Chassis (DCC) 4x4 from $48,240 and S DC P/U from $49,990.

Equipment-wise, the Tasman S grade includes adaptive cruise control, dual-zone climate control, wireless Apple CarPlay and Android Auto, twin 12.3-inch instrumentation and multimedia displays, an integrated trailer brake controller and – on the DC P/U – a reversing camera, front and rear parking sensors and rear-bumper steps. But no standard bedliner.

These come up on top of the keyless entry/start, cloth seats, seven-year subscription to connected services with over-the-air updates, under-seat storage, lift-assist tailgate, a full-sized spare wheel and a range of advanced driver-assist systems (ADAS). More on the latter in the safety section below.

Going Tasman SX 4x4 in $49,520 SCC, $52,740 DCC and $54,490 DC P/U models means upgraded features like 17-inch alloys, a broader spread of ADAS, extra drive modes, sat-nav and powered folding mirrors.

From SX+ 4x4 and up DC P/U only, from $62,390. Aimed at private buyers, it ushers in 18-inch alloys, cloth/synthetic leather upholstery, rear-seat air vents, wireless charging, LED fog lights, ambient lighting, two 240-volt power outlets (including in the tub), a bedliner and more.

The X-Line 4x4 from $67,990, meanwhile, includes projector LED headlights, a column shifter to replace the T-bar shifter, paddle shifters, a nifty work table to make an AU Falcon fan’s heart swell, a 360-degree surround-view camera, synthetic leather, a powered and heated driver’s seat, even more ADAS safety, a reclining rear bench, privacy glass and side storage. This might be the sweet spot.

Finally, the X-Pro 4x4 from $74,990 is the Ranger Warrior-worrying range-topper, with all-terrain 17-inch tyres, a selectable rear locking differential, more off-road driving modes, a ground-view monitor, an off-road info screen and extra underbody protection, as well as a sunroof, vented front seats with memory, a powered front-passenger seat, heated rear seats, a heated steering wheel, premium audio and more.

Lots of kit for the cash then, but that’s Ranger Wildtrak V6 diesel money. And most grades are slightly more expensive than their Ford equivalents. This is no bargain-basement cheapie!

But… Kia believes the Tasman is priced accordingly, since it brings significant Australian packaging and engineering input, to a ute that is a slightly larger where it counts (except under the bonnet) than most of its rivals.

So, how involved has Kia Australia been in the Tasman?

The local outfit has been involved since the initial concept development stage five years ago, providing feedback, market research and even suggested the name.

The more important areas of influence and input include driving and ride dynamics, durability testing, towing performance, water-depth wading ability and seating-support parameters (being benchmarked against the Isuzu D-Max).

Kia Australia also helped shape the Tasman’s accessories, with 45 tailored and over 100 general items available from launch, with more expected later on.

These include varieties of bull bars (including full, single and bumper replacement), canopies, tonneau covers, side steps and trays, with the latter available in painted heavy-duty steel, as well as a tow bar, sports bar, extra storage, a bash plate and water tanks.

Work on accessories started way back in January 2022, with a prototype landing in Sydney two years later to commence over 30,000km of testing, including for waterproofing, dust proofing, vibration and fitment fatigue analysis.

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 Tasman’s 2.2-litre, four-cylinder, turbo-diesel engine delivers 154kW of power at 3800rpm and 440Nm of torque between 1750-2750rpm.

It drives either the rear wheels in the 4x2, or all-four wheels in 4x4 models, via an eight-speed torque-converter transmission based on a modified version from the Stinger.

Now, there’s been some concern over performance, but consider this. The base 4x2 boasts a power-to-weight ratio of 72.4kW/tonne, against a Ranger 2.0L Single Turbo 4x2's 56kW/tonne.

Switching to the Tasman 4x4s, most deliver a power-to-weight ratio of 69.2kW/tonne. That's slightly better than what a Ranger 2.0L BiTurbo 4x4 equivalent can muster, but quite a bit behind the Ranger 3.0L V6 diesel’s 78.1kW/tonne.

As in most utes, the 4WD system comprises of '2WD-High', '4WD-High' and '4WD-Low' settings, a mechanical rear diff lock and several off-road modes, but also has a '4A active 4x4' setting that automatically engages the front axle for extra traction as required.

Otherwise, the Kia sticks with convention with double wishbone suspension up front and a rigid axle and leaf springs out back.

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.

Kia reckons most models average around 7.5 litres per 100km, though the off-road focused X versions are around 8.0L/100km.

The official combined-average fuel consumption figures are 7.4 litres per 100km (for a carbon dioxide rating of 195g/km) in the 4x2 versions, 7.6L/100km in the S, SX and SX+ 4x4s (for 200g/km), 7.8L/100km in the X-Line (for 206g/km) and 8.1L/100km in the X-Pro (for 214g/km).

These figures are either broadly similar or slightly better than most of its direct diesel competition.

With the Tasman’s 80L tank brimmed, about 1050km between refills is possible on average.

So much for the theory.

Around the roads in Bathurst and rural NSW, we managed a respectable 9.6L/100km, and that’s pretty impressive given how hard these things were driven. These numbers do not include off-road driving.

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.

The first thing that struck us from behind the wheel is how quiet the Tasman’s diesel engine is. Nobody will mistake it for a petrol unit, but it must rank amongst the most refined of its type we’ve ever experienced in a ute.

Kia’s made a big song and dance about the Tasman’s rigidity and sound-deadening efforts, and we’re inclined to agree!

The second thing is just how gutsy the 2.2-litre turbo-diesel engine is at lower revs.

Kia has tuned it for a wave of torque to come on strong as soon as you tip into the throttle; such low-down response give it a similar, lazy-hauler feel that endeared generations to big old Holdens and Falcons.

This means the Tasman is quick off the line, and it maintains that momentum up until about 100km/h without breaking a sweat, just as you would expect for a larger diesel engine. There is also very little lag. This thing can easily break the rear wheels’ traction.

What also helps is the eight-speed torque converter auto, since it shifts smoothly, almost imperceptibly so and it seems to have a second sense in terms of when to be in the right gear.

However, once you’re cruising along at higher speeds, just be aware that throttle response is slow, especially if going up an incline or attempting a fast overtaking manoeuvre.

The steering scores highly. It's tuned to feel light enough for zipping in and out of gaps, making it very easy to park. Yet the helm is also responsive and fluid enough for keener drivers to sink their teeth into out on the open road.

No, not quite Ranger levels of handling finesse, but it's right up there with the best of the rest, making the Tasman an unexpectedly rewarding drive.

However, the suspension tune often lets the side down, being too firm, except on the smoothest of roads. And once on rough roads or even when just encountering minor bumps, the (unladen) ute seems to shimmy a bit in the chassis, like the body is laterally shifting to the side a little. The result is that the Kia doesn’t feel as planted or controlled as it should.

That's a shame, because road and tyre noise intrusion seem largely muted, highlighting how hard the engineers have worked to raise the ute’s level of refinement and sophistication.

For the record, the Tasman’s unsettled firmness was least noticeable on the S 4x2 shod with road-biased 17s, but more so on the 4x4s wearing 18-inch road-biased tyres, and worst on the X-Pro with 17-inch off-road biased rubber.

In fact, the base SX 4x2 was the sweetest of the Tasmans driven.

Never mind. The ADAS technology is largely unintrusive, and when the safety nannies do sound off (or annoyingly tug at the wheel), you can just push a button to mute or switch it off completely.

In fact, this reflects an overall smoothness and attention to detail in the Tasman that makes it a very likeable ute to drive and travel in, despite the at-times busy suspension.

It is a terrific first effort and very user-friendly, composed and enjoyable ute to experience on road.

Jobs for the facelift? Suppler suspension would be on top of the list, followed by a bit more muscle for easier overtaking, because the driver feels the lack of torque in such situations.

Minor things and not enough to put us off recommending the Tasman from an on-road driving perspective.

And what about off-road?

No complaints during our brief stint behind the wheel of an X-Pro in a demanding 4WD course.

This model is the king of clearance in the Tasman, with 252mm of ground clearance, against 224mm in X-Line and 206mm in the rest, as well as 800mm of wading depth and 20.0 degrees of approach angle (against X-Line’s 28.9 and 32.2 in the others), 25.8 degrees of ramp break-over angle (others: 23.7) and 26.2 degrees of departure angle (others: 25 degrees).

Plus, it boasts impressive wheel articulation, rear diff locks, enhanced traction controls, low-ratio gearing, electronic drive modes and low-down torquey grunt to at least match most of the better dual-cab 4x4 utes in the rough stuff.

Aiding these are low-speed off-road cruise-control, surround-view cameras, ground-view monitors, a real-time off-road vehicle-data display, excellent vision and decently chunky tyres.

Cocooned in climate-control comfort, the Kia makes you look like a bush-bashing pro.

The good news is the 2026 Kia Tasman scores a maximum five-star ANCAP assessment, and that’s using 2025 protocols, which means it’s amongst the safest of all the utes you can buy on the market.

Note, though, this does not cover the X models, as they delete the front lower lip that helps with better vulnerable road user protection.

A strong front crash structure helps, as does a host of advanced driver-assist systems, including Autonomous Emergency Braking (AEB) for cyclists, pedestrians and junction turning/crossing, a blind-spot alert/avoidance, evasive steering assist, driver attention alert, safe-exit warning, rear cross-traffic alert and adaptive cruise-control tech with full stop/go.

All Tasmans come with front and rear parking sensors, tyre-pressure monitors and traffic sign recognition.

The AEB for vulnerable road users works between 5.0km/h and 80km/h and the AEB car-to-car operates between 10km/h and 130km/h.

Plus, the lane-support systems work between 55km/h and 200km/h.

The Tasman features seven airbags (front, side and curtain) as well as one between the front-seat occupants.

It also comes with three child-seat restraining top-tether points along with two ISOFIX latches in the rear outboard positions.

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.

Kia is synonymous with generous ownership benefits, having introduced Australia’s first seven-year/unlimited kilometre warranty over a decade ago.

That applies to the Tasman, bettering most of its rivals, though Nissan and Mitsubishi double their coverage to 10 years if you vehicle is dealer serviced. Intervals at every 12 months or 15,000km and the Kia’s free first-year roadside assistance can stretch to eight years if the ute is dealer serviced.

Capped price servicing starts from $361 in the first year for 4x2 owners, then to $583, $455, $803, $604, $734 and $431 in the subsequent six years for $3971 all up. 4x4 models cost slightly more. These prices are higher than Ranger and, especially, HiLux.

There are also three, five and seven-year pre-paid service packages, at around $1400, $2800 and $4000.