Audi Q8 E-Tron vs Mercedes-AMG GLE53

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 GLE Coupe isn't going to click with a traditional enthusiast but will appeal to a new age of mainstream performance buyers. It's a total tech showcase and you can feel all of those 48-volt benefits from behind the wheel.

Love it or hate its shape, then, you have to appreciate how Mercedes has gone to the nth degree on the details on an SUV it probably could have sold on looks alone.

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.

Hate the very concept of a large SUV coupe or not, you have to at least agree this second-generation GLE Coupe looks infinitely better than the model preceding it.

This time the Coupe version was front of mind from the outset of the GLEs development and is significantly different from the wagon version in more ways than just a sloping roofline.

The wheelbase has been cropped in 60mm compared to the wagon, and the GLE Coupe is a full 7.0mm wider and 39mm longer than its predecessor.

All this adds up to an imposing and more resolved SUV Coupe. I especially like the way its bootlid flicks up into a spoiler, and how the tail-lights round out the profile nicely.

Still, there's always going to be something a little off about the proportions when it comes to a coupe SUV this big, and it's certainly a re-imagining of what a sporty vehicle should look like.

This car's cabin is almost as confronting as its exterior. Up front you're met with an assault of chrome, a ventilation overload and a totally dominant expanse of screens.

This all hints at the advanced tech which lies beneath, but the real wood and leather trims also elevate the cabin to something you might expect at the tall asking price.

It may appeal to a particular taste and makes the BMW X6's cabin look almost conventional.

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.

In some ways, the GLE Coupe makes the most of its extra dimensions, but in other more obvious ways, it's quite compromised.

Benz tells us there's now 40 litres of combined cabin storage, and with the large door bins, centre console box, convertible cupholders, and glove box, I'm inclined to believe them.

The brand also told us much of the extra 39mm of body length has gone into the rear passenger space, and this seems true when it comes to legroom.

You definitely notice the decline of the C-Pillar, though, making an otherwise large space feel slightly claustrophobic, particularly with the 53's dark headlining and heavily tinted rear windows.

The almost absurd ride height does make peering over the bonnet a chore at times, although I enjoyed the adjustability and comfort afforded by the front two seats.

In terms of connectivity, front passengers get a plethora of USB-C jacks, a wireless charging bay, and a 12V power outlet. There's no USB-A connectivity, so you'll want to stock up on converters.

Rear passengers benefit from dual USB-C ports in a fold out tray, and also score dual adjustable air vents. Two extra climate control zones can be optioned for rear passengers ($1450), and there's also an exorbitant option package to include two screens and wireless headsets for the full business-class experience in the back seats ('Entertainment Package' - $6000!).

You might be surprised given this SUV's shape, but a lot of thought was also poured into the design of the boot area. Thanks to a large footprint, the GLE 53 Coupe's boot is large at 655 litres, five litres up on its predecessor. It's still a whopping 170-litres down on the wagon version, though.

The boot lip has been lowered significantly to increase ease of use, too.

Our test car did not have a spare wheel, with only an inflator kit or run-flat tyres to be working with. This is despite a large area under the boot floor which, to my eyes at least, could easily have fit a space-saver spare.

Does price matter when it comes to a machine like this? The GLE 53 variant with which this generation of Coupe will launch is the mid-grade car in a three-variant line-up.

It wears a very premium MSRP of $171,800. Soon it will be joined by the only non-AMG badged variant, the GLE 450 Coupe ($137,000) and the top-spec V8 bruiser, the GLE 63 S ($222,700).

To put those numbers (and this car's very existence) in context, it's best to look at its direct competitors.

You'll likely know of its arch rival, the BMW X6. Another Coupe SUV at the pointy end of the price scale, the closest rival variant to our GLE 53 is the M50i starting from $159,900.

Other rivals in this rapidly growing space include the Porsche Cayenne Coupe S at $166,200, and the yet-to-arrive Audi SQ8 which has not yet had its pricing locked in for the Australian market. See what I mean? Coupe SUVs are beyond just an oddity.

So, it's more expensive than its direct rivals, but does it have good reason to be? The GLE 53 is equipment laden from the get-go.

Included are the standard fitments from all new Benz models, including the headline dual 12.3-inch screens adorning its massive dashboard, complete with Apple CarPlay, Android Auto, built-in navigation and voice activation, real leather interior trim with fully electrically adjustable heated and cooled front seats, 21-inch alloys, 'multibeam' LED headlights, AMG styling items, a wireless charging bay, head-up display, and, of course, a panoramic opening sunroof.

An impressive list, but the technology under the skin of the new GLE goes a step beyond. Read about its engine and transmission tech and impressive safety suite later in this review.

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.

Here's where this car gets particularly interesting. It's a hybrid. But not your gran's Prius. It's hybrid in a way which will make you re-think the technology.

Residing under the bonnet is a 3.0-litre, twin-turbo, straight-six engine mated to a very complex looking nine-speed (torque converter) automatic transmission.

One of those two turbochargers is driven by an electric motor rather than the exhaust (in order to provide its peak benefits at the lowest possible rpm), and there's also an electric motor inside the transmission which takes the load off the engine at low speeds and between gears.

This isn't where the 48-volt tech ends, with the GLE 53 also sporting active anti-roll bars and dampers, which significantly adjust the ride and body-roll on-the-fly.

All four wheels are driven via Benz's 4MATIC+ all-wheel drive system.

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.

It's a performance car, so fuel consumption is probably not going to be front of mind for potential buyers. That said, the hybrid tech delivers a surprisingly good number.

The official combined cycle consumption number is ambitiously under 10L/100km at 9.3L/100km.

After three days of (roughly) combined testing and about 300km of distance travelled, our car was showing a dash-reported 14.1L/100km. Not near the claim, but is it really bad for a performance SUV weighing 2447kg? I would argue, not.

The GLE 53 requires the top-shelf 98 RON hydrocarbons to fill its 85-litre tank, giving it a maximum theoretical range of 726km between fills.

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.

This Benz feels about as imposing from behind the wheel as it is to look at. Straight away, you'll notice you tower over the road. I felt as though I was sitting high enough to be on the roof of passing hatchbacks, so there's nothing traditionally 'sporty' about it from the get-go.

I know you're probably thinking visibility is average with that roofline, and you'd be right. You just can't see much, full-stop, out the back.

Thankfully, an array of sensors and very wide-angle mirrors help with overall visibility, so you won't have to be too paranoid about unseen vehicles in your blind spots.

I'm pleased to report all the technology which goes under this SUV's skin is evident when it comes to the drive experience.

The hybrid tech is ultra-slick and impressive in every department, from trawling in traffic to the curvy stuff and the open road.

The responsiveness of this powertrain is something to be experienced (with the pre-spooled turbo) and the way the hybrid motor in the transmission smooths out shifts removes all the worst characteristics of a traditional torque converter automatic.

One thing to note about the GLE 53 – while it's quick, it's not quite a fire breather. There's no getting around this car's almost two and a half tonne weight, and while I love the smooth feel and note of the 3.0-litre straight six, it's simply not as thunderous or full of theatre as I imagine the 63 S will be.

Despite its height and weight, the altered steering ratios and 48-volt driven suspension and anti-roll systems cause a suspense in belief when it comes to the corners.

And grip levels are certifiably absurd with those gigantic rear tyres also pitching in to do their part to help something this large deny gravity and physics.

It's not all amazing though. You really feel every millimetre of this SUVs width, and at the end of the day there's no getting around it. It just doesn't feel anything like a sports machine in the traditional sense.

When it comes to ride quality, the GLE impresses, but has its limits. Sure there's air suspension at work, but it offers up nowhere near the ride quality of the more comfort-tuned GLC 300e I recently tested.

Seems as though there's an inevitable cost to keeping the GLE feeling well and truly planted at all times.

On the freeway the GLE Coupe is ridiculous in the way it can basically drive itself, so this offers up a real plus for those looking for a balance of performance and sensibility for longer trips.

It would be no good having a 2.5-tonne rolling tech showcase without top-tier safety to match, and the GLE 53 Coupe doesn't disappoint.

Standard is autobahn-spec auto emergency braking, which combined with lane change assist is beyond just the radar cruise in most cars, it's truly autonomous.

Don't try this at home, but the GLE is capable of completely driving itself on the freeway should you... theoretically... let go of the wheel.

Also included is blind spot monitoring, rear cross-traffic alert, traffic sign recognition, and driver attention alert.

There's a top-down camera suite, too (will help maneuvering given it's tough to see over the dash and out the back), and a compliment of nine airbags.

You won't be surprised to hear the GLE range is covered by a maximum five-star ANCAP safety rating to the stringent 2019 standards.

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 has recently made a jump to the front of the luxury segment, offering an industry-wide standard of a five-year/unlimited kilometre warranty. Here it is only rivalled by Korean newcomer, Genesis.

Service intervals occur once every 12 months or 25,000km and prices can be pre-packaged at a discount.

A three-year service plan can be had for $2800 ($3500 if you choose to 'fix' the price), four years can be had at $3800, while a full five-year plan will set you back $5200. Not cheap, but then, neither is the car itself...