Audi Q8 E-Tron vs Mercedes-Benz G63

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.

The Mercedes-AMG G 63 isn't for shrinking violets. It's bold, fast, and loud, and in second-generation form massively improved dynamically and technically. It's a lot of money, but there's a lot to love, and here's hoping it stays around for decades to come.

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.

The original (W460) G-Glass, then known as the G-Wagen (or Geländewagen for cross-country vehicle), was launched in 1979 as an ultra-capable off-roader, soon favoured by armies the world over. Arriving here in 1982, its distinctive, slab-sided form remained unchanged over the best part of four decades.

At close to 4.8m nose-to-tail, more than 1.8m across, and a bit over 1.9m tall, the G 63 is now longer (+110mm), wider (+106mm), and fractionally lower overall (-13mm), but still pulls off a convincing impersonation of a bread box.

Merc-AMG confidently quotes a drag coefficient (Cd) of 0.55 for the G 63, which isn't as bad as a brick (around 2.0… I Googled it) although it is in the same league as a heavy truck.

But it's the car's unique, upright stance, complete with pumped wheelarches and old-school flat glass, that sets it apart and draws people in. Looking more like a take-no-prisoners, functional device than a luxury cruiser, I can assure you it attracts as many admiring looks and comments as a low-flying supercar wedge.

The new-gen G 63 features AMG's vertically slatted 'Panamericana' grille, and our test example was fitted with the optional 'Night Package' ($5900) adding a range of dark exterior details including tinted indicator lenses, dark tinted glass, black exterior mirror shells and spare wheel ring, other black trim pieces and painted areas, as well as 22-inch AMG forged alloy rims.

Also worth noting, Merc has retained the G-Class's solid metal door handles, complete with the mechanism's unmistakable 'click-clack' opening and closing sound. Nice touch.

Inside, the biggest change is the upgrade from a conventional dual-gauge instrument cluster and central media stack to a pair of 12.3-inch digital screens, forming a sleek widescreen display, and bringing the G 63 in line with other recent Merc offerings.

Similarly, the gearshift moves from a traditional console-mounted set-up to Merc's 'Direct Select' lever on the steering column (exactly where the indicator stalk is located in 90 per cent of right-hand drive cars).  And the standard flat-bottom, leather-trimmed 'AMG Performance' steering wheel is a racy addition.

Like the exterior door handles, another tip of the hat to the car's heritage is retention of the horizontal grab handle ahead of the front passenger on the dash above the glove box. Nice to have something to hold on to if the going gets rough.

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 G-Class has never been a particularly squeezy proposition for passengers or cargo, but an extra 40mm in the wheelbase adds even more breathing space.

Getting in is the first step, and it's a big one. At 183cm tall, in an athletic mood, I could grab the A-pillar and swing up into the driver's seat in one vaguely respectable movement.

But, those side steps aren't just for show, and at the end of a long day provide a handy staging camp between terra firma and the lofty pilot's chair.

Once on-board there's plenty of room up front, with adequate storage including a bin between the seats (now with a double door opening rather than a single hinged lid), a modest glove box, oddments space and two cupholders in the centre console, and bins with space for bottles in the doors.

There's a 12-volt power outlet in the front, second row and cargo area, while there are two USB ports in the centre console bin and a charging USB port in the second row.

In the back I could have donned a dusty Akubra and still had headroom to spare, with generous foot room, and a substantial gap between my knees and the driver's seat (set to my position).

A fold-down armrest incorporates a pair of cupholders (as well as a through-port to the cargo space for long items) and there are map pockets on the front seat backs as well as space for bottles in the doors. Two adjustable air vents in the rear of the front centre console, and another pair in the B-pillars also provide climate-controlled air to those in the rear.

With the rear seats upright boot volume is quoted at 454 litres (VDA); enough to easily swallow our three-piece hard suitcase set (35, 68 and 105 litres) or the CarsGuide pram, or a largest-suitcase-and-pram combo.

There are tie-down shackles in each corner of the floor, usefully bright lighting, a netted storage area on the passenger side (containing five fluorescent emergency vests), and folding the 60/40 split rear seat liberates even more space.

Unfortunately, gaining access to that load space is fraught with compromise. First, the single-piece rear door hinges vertically and opens from right to left. No problem when you've nosed into a shopping centre space, but not so great when you're parking nose-to-tail on the left-hand side of the road.

That means you typically have a small space between you and the car behind to get the door open, and when it is at 90 degrees, you're blocked from unloading things onto the footpath until you've shut the door.

As well as that, the door has a full-size spare (alloy) wheel and tyre attached to it. Good because a full-size spare is welcome, and bad because it makes the already bulky door even heavier.

Those keen on towing things will be pleased to hear the G 63 is rated to haul up to 3.5 tonnes of braked trailer and 750kg unbraked.

Okay, you're laying down a quarter of a million bucks ($247,329 before on-road costs) and it's fair to expect some serious tech and standard equipment to keep you feeling warm and fuzzy after you're finished impressing friends and family with the G 63's howling acceleration.

For a start, there's a bunch of leading-edge safety tech on-board (detailed in the safety section below), and as expected that substantial cost-of-entry brings an extensive list of luxury features.

We've touched on the twin 12.3-inch 'Widescreen Cockpit', and available media includes digital radio and TV tuner, internet connectivity and 3D nav (with dynamic route guidance), as well as smartphone integration with Apple CarPlay and Android Auto.

Audio is a thumping 15-speaker, and 590-watt Burmester surround sound system, and the ambient lighting set-up offers a choice of 64 colours.

Also included are 'Multibeam' LED headlights, 'AMG Ride Control' adaptive damping, a 'Parking Package' with 'Active Parking Assist' and 360 camera, a sliding glass sunroof (with tilt function), the selectable AMG sports exhaust system, keyless entry and start, the AMG Performance steering wheel (trimmed in nappa leather), and 21-inch AMG '5-Twin spoke' alloy wheels.

Then there are the three 100 per cent differential locks (plus an 'off-road information centre'), electronically adjustable front seats (ventilated front and heated front and outer rear), steering column and mirrors (with memory function), three-zone climate control, nappa leather upholstery, a leather-finished dashboard with open-pore ash wood trim, a 'Dinamica' microfibre roof liner, and an AMG-specific IWC design analogue clock. Plus, the 'Dynamic Select' system enables a choice of pre-set driving profiles or individual settings.

The optional 'Exclusive Interior Plus Package' ($10,300) fitted to 'our' car adds deluxe nappa hide on the dashboard, door centre panels and grab handle, as well as a diamond quilted treatment on the seat centres, a black 'Dinamica' roof liner, velour floor mats (with edging in nappa leather), a frameless interior mirror and air vents in 'Silvershadow'.

On top of that the test vehicle was optioned with the 'Night Package' ($5900) detailed in the Design section, and Designo 'diamond white bright' paint ($5900) for a manufacturer's recommended list price (MRLP) of $269,429.

That puts the G 63 in the same price and equipment ballpark as the supercharged V8 Range Rover Autobiography ($268,900), twin-turbo V8 Porsche Cayenne Turbo ($239,400), and its Mercedes-AMG GLS 63 sibling ($221,729), powered by a version of the 5.5-litre twin-turbo V8 used in the first-gen G 63.

An impressive trio of alternatives, but in reality the idiosyncratic G 63 doesn't have any direct competitors, and for those who give in to the pull of its powerful tractor beams value-for-money becomes a uniquely personal concept.

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 G 63's 4.0-litre (M177) all-alloy V8 is closed deck design using direct-injection and a pair of twin-scroll turbos to produce 430kW at 6000rpm and no less than 850Nm from 2500-3500rpm. That's 10kW/90Nm more than the 5.5-litre twin-turbo V8 it replaces!

To improve throttle response and optimise efficiency, the turbos are located inside the engine's 'V', improving air flow and shortening the distance from the exhaust side to the turbos, and in turn, from the turbos to the inlet side.

And the housings on the twin-scroll turbos are divided into two parallel flow channels connecting with separate ducts in the exhaust manifold, allowing fine management of the exhaust gas coming in and pressure going out. Result is more torque and even better response times.

Drive goes to all four wheels via a new 'AMG Speedshift' nine-speed, dual-clutch auto (replacing the previous seven-speed auto transmission) with paddle shifters and a multiple downshift function which will go to the lowest ratio possible as you keep squeezing the shift paddle.

The 'AMG Performance 4Matic' all wheel drive system is front/rear biased 40/60 (50/50 in the previous model), although if you want to head off-highway the G 63 still features three 100 per cent diff locks and low-range off-road gear reduction.

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.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 13.1L/100km, with the 4.0-litre, twin-turbo V8 emitting 299g/km of CO2 in the process.

Despite the fact cylinder management tech means the engine will run on four cylinders under light load, and start-stop (with 'glide mode') is standard, we managed 16.7L/100km (measured at the bowser) over a mix of city, suburban and freeway running. To be expected for such a big bus, especially one that constantly tempts you into squeezing the throttle just to hear the exhaust bellow.

Minimum fuel requirement is 98 RON premium unleaded, and you'll need 100 litres of it to fill the 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.

Let's cut to the chase. The G 63's pure grunt overpowers its challenging aero profile to thrust this boom box on wheels from 0-100km/h in a claimed 4.5 seconds. And believe it or not, despite its greater length and width, it has enough power to punch a 240km/h hole in the air (maximum velocity is limited to 220km/h if you choose not to opt for the 'AMG Driver's Package').

The new electronic architecture brings with it the latest version of Merc's 'Dynamic Select' system with five driving modes adjusting the engine, transmission, suspension, steering and assistance systems right up to maximum attack Sport+ mode.

All 850Nm of peak torque is available between 2500-3500rpm and pinning the throttle anywhere in that band feels like lining up a runway and preparing to rotate for take-off.

The two-stage exhaust flap arrangement allows you to turn the noise up from growl to roar even at modest around town speeds, and the nine-speed transmission is sharp and positive, with the multiple downshift function (in manual mode) hilariously good fun.

The racy AMG sports seats are as grippy as they are comfortable, and the fat 295/40 Goodyear Eagle F1 rubber, wrapped around the optional 22-inch forged alloys, does a good job of keeping all that mass and momentum in control as the high riding G 63 careens around corners.

And speaking of mass, the job of hauling it from warp speed to rest sits with big ventilated discs all around (cross-drilled 400mm front/370mm rear), clamped by monster six piston calipers at the front and single piston at the back. They're progressive and reassuringly powerful.

So, the performance is as dramatic as ever, but when I think of previous Merc-AMG G-Class offerings, two main shortcomings come to mind... steering and ride.

The steering was like a laggy mouse, with a few beats separating input at the wheel from response at the front treads. And the damping came up short, with a bouncy ride par for the course.

Still sitting on a ladder-type frame, the new G's suspension was developed by Mercedes-Benz and Mercedes-AMG. And finally, it has a decent double-wishbone independent front-end, with a rigid axle at the rear and coil springs all around. Plus, a strut tower brace, Merc-AMG calls it a 'suspension bridge', now connects the front strut towers, increasing torsional rigidity.

Ride comfort, especially in the most compliant 'Ride Control' suspension setting and riding on the big 22s, is massively better. It's no limo. You'll still feel jittering over higher frequency imperfections. But it's way, way ahead of the first-gen version.

The steering system changes from a recirculating ball to rack and pinion, and is now variable ratio with electro-mechanical rather than purely hydraulic assistance. And it's also much improved. We're not talking about a Lotus Elise-style connection with the road, but the steering is clearly more predictable and responsive.

One thing that hasn't changed is an ocean liner-worthy, 13.6m turning circle. You'll need to plan ahead for U-turns and reverse parks, but enough parking cameras (including surround view) to please Cecil B DeMille are on hand to help.

It's like a whole new world with a familiar cover wrapped around a markedly improved package. But (there must be a but) visibility is still compromised by thick window and door pillars, and despite the new dash layout ergonomic efficiency is patchy, with some switches and knobs located in relatively awkward positions.

As mentioned earlier the G 63 features three 100 per cent diff locks and low-range off-road gear reduction. But forget breakover angles and wading depths. This 4x4 seeing off-road action is as likely as an Abbott 2.0 prime ministership.

Suffice it to say, this car wears the 'Schöckl' badge at the base of its B-pillar. And in case you were wondering, Schöckl is a 1445m mountain in Graz, the Austrian city where the G-Class is built (and big Arnie Schwarzenegger was born!).

In the second-gen G-Class's development, prototypes covered roughly 2000km over a five kay trail including gradients of up to 60 per cent and lateral inclines up to 40 per cent. So, despite its irrelevance, the off-highway box is ticked.

The second-gen G 63 hasn't been assessed by ANCAP or Euro NCAP but its new electronic architecture brings the car up to speed on active safety tech, now incorporating 'Distronic' cruise control with 'Active Distance Assist', 'Active Brake Assist', AEB (forward and reverse), 'Active Lane Keeping Assist', 'Blind Spot Assist', 'Adaptive High-Beam Assist', tyre pressure monitoring, and 'Traffic Sign Assist'. Plus, the 'Pre-Safe' system prepares the vehicle and occupants in the face of an inevitable collision.

And once that impact has occurred, you're protected by nine airbags, including rear seat airbags, full-length curtains and a driver's knee bag.

There are three top tether points for child restraints/seats across the back seat, with ISOFIX anchors in the two outer 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.

Mercedes-Benz (and by extension Mercedes-AMG) offers a three-year/unlimited km warranty with 24 hour 'Road Care' emergency roadside assistance provide for three years.

Servicing is recommended every 12 months/20,000km and a capped price servicing plan is available at Silver and Platinum levels for up to five years/100,000km.