BMW M8 vs Audi E-Tron

What's the difference?

With dramatic looks, a luxurious spec, and impeccable quality, the BMW M8 Competition Gran Coupe remains supremely well controlled as it delivers eye-widening performance and amazing dynamics. But there’s an ‘edge’ to the experience you need to be ready for. If I was determined to head for the Aussie ‘fast lane’ in a BMW 8 Series Gran Coupe I’d opt for the M850i and pocket a lazy $71K (enough for a cheeky M235i Gran Coupe to add to your collection).

The e-tron S looks mean, feels premium, and blends serious power with surprising grace under pressure. I still can’t shake the feeling I had with the standard e-tron, though, that this car is an Audi sports SUV first and an electric car second, and its weight holds it back from being as fun to drive as I think some rivals are.

If you love Audi and you want to go electric without stepping into something too unfamiliar it’s a great option. If you want an electric car which takes full advantage of what the next generation of technology can offer, keep an eye out, there’s plenty of fresh metal on the way.

Want to start a vigorous car enthusiast discussion (more a verbal punch-up)? Simply ask whether a four-door car can be a coupe.

Traditionally, the answer is no, but over time numerous automotive brands have applied that description to cars with more than two doors, including SUVs!

So, here we are. A four-door ‘Gran Coupe’, and the M8 Competition version retains the smoothly tapering turret and frameless side glass that help give selected BMW four-door models the same swoopy, coupe look.

At close to 4.9m long, a fraction over 1.9m wide, and under 1.4m high, the BMW 8 Series Gran Coupe has a firmly planted, low-slung, wide-track stance. Always a subjective call, but I for one, think it looks stunning, especially in our test car’s ‘Frozen Brilliant White’ matt paint finish.

In an era of comically oversized BMW grilles, things are relatively under control here, with a bright black finish applied to that ‘kidney grille’, as well as the huge front bumper air intakes, front splitter, front fender vents, exterior mirrors, window surrounds, 20-inch rims, lip spoiler on the boot, rear valance panel (incorporating a functional diffuser), and quad exhaust tips. The roof’s black, too, but that’s because it’s made of carbon-fibre.

Overall the M8 Competition Gran Coupe is a compelling combination of strong, confident character lines along the bonnet and lower flanks, with tightly wrapped curves following the high hip line, and more organically irregular, yet distinctly BMW shapes in the head- and tail-lights. 

The interior is a beautifully balanced design with a broad centre console sweeping up to the middle of the dash and wrapping around to focus on the driver, in typical BMW fashion.

 The multi-adjustable sports front seats are immaculate, with high-end quilting in the centre section matching a similar treatment in the doors. The dark grey (full) leather trim is offset by carbon and brushed metal trim elements for a cool, calm and focused feel.

Crack the bonnet open and a spectacular ‘BMW M Power’ carbon cover dressing the top of the engine is guaranteed to impress friends and family.

The e-tron S looks properly mean, with its adjustable ride-height suspension and enormous wheels combining nicely with the extra subtle sporty highlights to make for a squat SUV which clearly means business.

The width is especially evident with those accentuated wheelarches and the lines set by the lower wing to draw your eyes out to its edges. In profile it's easy to see its long wheelbase and tapered rear roofline, giving even the SUV a slinkier frame than you may be used to when looking at the comparatively boxy Q5.

The thing that strikes me about Audi’s e-tron range, though, is how little a departure it is. It ambiguously slots somewhere above the Q5 and below the Q7, but sticks very closely to the German brand’s styling script.

Sure, it looks a bit lower to the ground, and a bit meaner than you might expect for an EV, but it’s not as much of a departure as Jaguar’s I-Pace or BMW’s iX.

I suppose the biggest advantage here is nobody is going to say the e-tron’s overall visage is controversial, and certainly, it will appeal to existing fans of Audi’s design.

Inside it follows much the same theme, with all the key touchpoints and styling elements nearly identical to other Audis in the range, if not very similar.

It feels like a sensible, refined place in the cabin, with the only whacky pieces being the extra touchscreen for the climate unit and the strange thumb-operated shifter mounted on a floating piece which looks and feels like it could be the throttle control for a jet engine.

The dash is a bit more integrated and modern than in the conservative Q5 or Q7, with the air vents leading to the digital instrument cluster as part of an aesthetic three-terrace design which runs across the entire dash and into the doors.

The screens which appear in place of wing mirrors take a bit of getting used to. Aside from those notable departures, the interior continues the theme of sticking closely to the Audi formula, providing a more modern space which will still be familiar to existing fans of the brand.

Of the M8 Competition Gran Coupe’s 4867mm overall length, 2827 of it sits between the front and rear axles, which is a pretty healthy wheelbase for a car this size (and 200mm more than the 8 Series two-door coupe).

Space up front is generous, and one upside of a four-door, rather than two-door coupe, is you’re not struggling quite so much for space to get in and out when parked next to other cars.

Once inside, there’s plenty of storage up front, with a large lidded box/armrest between the front seats, twin cupholders in the centre console, as well as another covered area for wireless phone charging and extra bits and pieces in front of that. Long door pockets provide space for bottles, and the glove box is a decent size. There’s 12V power as well as USB sockets for media connection, with charging outlets in support.

At first glance you’d swear the rear seat was designed as a two-seater only, but when push (literally) comes to shove a centre passenger can squeeze in, legs straddling the rear console.

In terms of legroom, at 183cm (6’0”) I could sit behind the driver’s seat set for my position with knee room to spare, but headroom is another matter, with my noggin making solid contact with the soft Alcantara headlining. It’s the price you pay for this car’s racy profile.

There’s a neatly trimmed storage box and two cupholders in the fold-down centre armrest, plus door pockets with enough room for small bottles. The rear console houses dual climate controls, twin USB power sockets, and a small oddments tray, as well as buttons for the optional rear seat heating fitted to our test car ($900).

The 440-litre boot is a bit like the car itself - long and wide, but not very high. The rear seat split-folds 40/20/40 if you need more space, and the boot lid is automatic with a hands free function. But don’t bother looking for a spare of any description, a tyre repair kit is your only option.

As an electric vehicle, the e-tron has certain advantages over its combustion equivalents, and overall makes for an accomplished family-sized SUV. But there are areas where more could be done to take advantage of its high-voltage features and abundant footprint.

Up front in the cabin is a good place, with both occupants treated to lavish seats with plenty of head and legroom, great adjustability, and plenty of width in the cabin.

The finishes are beyond premium with thick chunks of well-padded leather meeting your elbows, hands, and knees at every point. As always the lovely Audi switchgear exists in most places, but the removal of solid toggles and buttons in favour of an extra touch panel feels unnecessary.

There’s still a physical volume knob, and while the climate touchscreen is plenty large enough to have a shortcut button for every function without needing a sub-menu, it feels like you have to move your eyes too far from the road to know you’re going to jab it in the right spot.

Even the main touch panel has an interesting haptic feedback effect for each press, designed to mimic the solidly-sprung button hardware the brand has used in the past.

The screen looks amazing and is fast and sharp, key hallmarks of computer hardware that's up to the task, although the resolution is so high the touch elements when using Apple CarPlay end up being a little small and hard to stab at while you’re trying to keep your eyes on the road.

For storage there’s a big bottle holder and bin in the doors, a large cutaway with a storage tray, dual bottle holders, and power outlets in the centre, with a further smallish storage area under the armrest console.

Unlike some EVs there’s no huge cutaway under what was traditionally considered the transmission tunnel, although there is a small bay with the USB-C ports.

The rear seat feels good for space, with an almost flat floor and decent legroom and width, although headroom could be better.

There are netted pockets on the backs of the front seats and decently-sized bottle holders in the doors, with a further set in the drop-down armrest.

The quad-zone climate with its own touch panel and adjustable centre vents is a nice touch in the rear, as is the set of USB-C ports below. The hard backings to the front seats and built-in sun blinds our car had will even be great for kids.

The boot measures in at 660 litres, which is high for the segment. It fit our three-piece CarsGuide demo luggage set with room to spare, and that's despite the massive battery pack under the floor.

There’s auxiliary storage, too, with a further bay under the boot floor and a second small tray situated under the bonnet, both useful for keeping your charging paraphernalia.

A base, before-on-road costs asking price (MSRP) of $168,400 for the e-tron S in SUV form puts this sporty model a step above two of its most notable rivals, the Mercedes-Benz EQC (currently tops out at $141,300), and Jaguar I-Pace (currently tops out at $155,550), but below the menacing, full-fat BMW iX M60 (at $222,900), or the incoming updated Tesla Model X Plaid ($206,449).

To be fair here, only the iX M60 and Model X are pitched as performance variants in their respective ranges, with the Mercedes and Jaguar lacking either an AMG or SVR model respectively to represent their performance line-ups.

To that end, the e-tron S ups the ante when it comes to its power output with an impressive 370kW/973Nm across three motors, two at the rear, and one at the front. More on this in the Drivetrain part of this review.

Suffice it to say, it’s a lot of power. The e-tron is high-spec across the range, too, with the S scoring massive 21-inch alloy wheels, ‘Valcona’ leather interior trim, a heavily digitised cabin consisting of a 12.3-inch digital instrument cluster, 10.1-inch multimedia touchscreen, and a second 8.6-inch touch panel for the car’s climate functions.

The e-tron S also gets wireless Apple CarPlay and Android Auto connectivity, with matching wireless phone charger, built-in navigation, a 16-speaker Bang and Olufsen sound system, full LED lighting for the head and tail-lights and throughout the cabin, quad-zone climate control, heated front seats with power adjust, and a panoramic sunroof.

Finally, the S also has performance enhancing features like progressive (variable ratio) steering and adaptive air suspension.

Obviously, with the high level of standard gear, there’s not as much to put on the options list, although our car also had the weird $3500 ‘Virtual Exterior Mirrors’ which grant it concept-car like cameras with adjustable touch-panels inside the car in place of standard wing mirrors.

I don’t like these, but Audi says nearly half of all e-tron buyers are choosing them. More on this later.

There’s also the option to upgrade the car’s AC charger from 11kW to 22kW which could be very appealing if you have a public station nearby capable of putting out such power. This option will set you back a further $6900.

The last item on the list is the 'Sensory Package' ($9600) which bundles improved Matrix LED headlights in with soft close doors complete with puddle lamps, extended Nappa leather trim in the cabin, rear sunshades and heated rear seats. Our car had this option pack, too.

The M8 Competition is powered by an all-alloy, 4.4-litre twin-turbo V8 engine, featuring direct-injection, as well as the latest version of BMW’s ‘Valvetronic’ variable valve timing and ‘Double-VANOS’ variable camshaft control, to produce 460kW (625hp) at 6000rpm, and 750Nm from 1800-5800rpm.

Designated ‘S63’, the engine’s two twin-scroll turbos are located, along with a cross-bank exhaust manifold, in the engine’s (90-degree) ‘hot vee.’ 

The idea is consistent transmission of exhaust energy to the turbos for improved response, with the reversal of usual practice completed by inlet manifolds positioned on the engine’s outer edges.

Drive goes to all four wheels via an eight-speed ‘M Steptronic’ (torque converter) auto transmission with ‘Drivelogic’, and dedicated oil cooling, as well as BMW’s ‘xDrive’ all-wheel drive system.

The xDrive set-up is built around a central transfer case housing an electronically-controlled, variable multi-plate clutch, with front to rear drive distribution set to a default 40:60 split.

The system monitors multiple inputs including, wheel speed (and slip), acceleration and steering angle, and is able to vary the ratio up to 100 per cent rear thanks to the ‘Active M Differential.’ 

The S-branded e-tron sets itself apart from the rest of the range with a seriously powerful set of three motors. There are two on the rear axle, and one on the front axle.

The total combined output of this collection is 370kW/973Nm, which for a combustion car, would be unprecedented.

To be fair, these figures are under a ‘boost’ mode, with the car generating a still strong 300kW/800Nm in most situations.

The three motor drivetrain allows for an electric version of Audi’s ‘quattro’ all-wheel drive system which the brand says can react to changes in 30 milliseconds and move torque appropriately.

The system is rear-biased, and in the name of efficiency the front motor is only used when required under acceleration or cornering.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 10.4L/100km, the M8 Competition emitting 239g/km of CO2 in the process.

Despite the standard auto stop/start function, over a week-long combination of city, suburban, and freeway running we recorded a (dash-indicated) average of 15.6L/100km.

Pretty thirsty, but not outrageous when you consider this car’s performance potential, and the fact that (purely for research purposes) we exploited it regularly.

Recommended fuel is 98 RON premium unleaded, and you’ll need 68 litres of it to fill the tank. That equates to a range of 654km in line with the factory claim, and 436km using our real-world number as a guide.

The e-tron may be electric, but it’s also a performance car. To that end, its energy consumption, relative to the field, is behind the pace.

In fact, at a whopping 27.8kWh/100km, driving the e-tron around feels like the electric equivalent of steering a big V8.

It produced one of the highest consumption numbers I have seen from any EV during my time with it. Considering this number is even below the WLTP consumption number, which is 28.4kWh/100km, that's not great.

For comparison, the Mercedes-Benz EQC's official number is just 20.8kWh/100km, while the Jaguar I-Pace consumes 21.2kWh/100km according to the WLTP procedure.

Yes, they aren’t performance cars in the same sense, but it’s still a big difference.

I made sure to take it out and stretch the e-tron’s legs to assess its performance in its more sporty driving modes, but the majority of my time with the car was spent in a more comfort-oriented setting and with the regenerative braking set to maximum.

Possibly as a result of its real-world consumption, my car was showing about 350km of range on a full charge, a little below the official WLTP number of 364km, although it is worth noting the enormous 21-inch alloys do their part to reduce the range. The car ships with 20-inch wheels in Europe.

The good news is the e-tron is capable of charging fast, with its max DC charging speed set at 150kW (allowing for a 5.0-80 per cent charge time for its 95kWh battery of 30 minutes), and its AC charging speed set at 11kW, which allows a slow-charging time of around seven hours.

If you intend to park on the street or live in a unit where installing charge infrastructure is impossible, I would strongly recommend you consider the 22kW AC charging upgrade which will cut the AC charge time in half.

While there are few public stations currently capable of the full 22kW in Australia, it will future-proof your car for ideal convenience charging for when they're more commonplace. 

There’s something teutonically symmetrical about the way the M8 Competition Gran Coupe delivers its prodigious thrust.

Peak torque of no less than 750Nm is available from just 1800rpm, remaining on full song across a broad plateau all the way to 5800rpm. Just 200revs later (6000rpm) peak power of 460kW (625hp!) takes over to finish the job, with the rev ceiling sitting just over 7000rpm.

That’s enough to slingshot this 1885kg bruiser from 0-100km/h in 3.2 seconds, which is supercar fast. And the engine and exhaust noise produced by the 4.4-litre twin-turbo V8 during such rapid acceleration is suitably brutal, courtesy of electronically-controlled flaps in the system opening up. 

On a more civilised drive you can reduce the exhaust noise via an ‘M Sound Control’ button on the centre console.

The eight-speed auto is fast and positive, especially in manual mode, which dials up the fun via wheel-mounted paddles. And when it’s time to direct this car’s forward momentum into lateral movement BMW has brought in the engineering heavy artillery.

Despite its frameless door body structure the M8 Competition Gran Coupe feels solid as a rock thanks in no small part to its ‘Carbon Core’ construction, using four primary components - carbon-fibre-reinforced plastic (CFRP), aluminum, high-strength steel, and magnesium.

Then the ‘Adaptive M Suspension Professional’ (with active anti-roll stabilisation), the tricky xDrive continuously variable AWD system, and active M Sport diff combine to keep everything under control.

Suspension is a double wishbone front, five-link rear arrangement, with all key components in alloy to minimise unsprung weight. In concert with the electronic wizardry on-board, it helps keep the M8 buttoned down with only modest body roll in enthusiastic cornering, as the rear-biased AWD system seamlessly distributes drive to the axle and wheels that can make best use of it.

The price you’ll pay for the track-ready tune is in compromised ride comfort. Even in the ‘Comfort’ setting, the M8 Competition is firm, and feels corrugations and imperfections to a surprising degree.

An alignment of the BMW 8 Series planets left me with the keys to this car and the M850i Gran Coupe (also using the Carbon Core body) at the same time, and the difference between their softest settings is appreciable.

Also be aware that at 12.2m the M8 Gran Coupe’s turning circle is substantial, and it’s just as well all that camera, sensor and self-parking tech is available to help you guide this ship into port.

The M8’s electrically-assisted, variable-ratio steering features an ‘M’ specific calibration to deliver satisfying precision and good road feel. But in similar fashion to the ride a noticeable amount of unwelcome feedback comes through to the wheel.

The fat Pirelli P Zero rubber (275/35 fr / 285/35 rr) grips hard, and the monster brakes (ventilated all around, with 395mm rotors and six-piston calipers up front) wash off speed without fuss or fade.

But overall, you’ll have to live with a less refined drive when you sign on for the M8 Competition. Straight away it feels faster but lacks the M850i’s lighter touch. No matter which drive or suspension mode you select, responses are more aggressive and physical.

To fully explore and enjoy the M8 Competition’s abilities it feels like the race circuit is its most appropriate habitat. On the open road, the M850i is all the Gran Coupe you’re going to need.

Does the e-tron live up to the promise set by sporty Audis which have come before it? The answer is interesting.

There is no doubt the e-tron S is rapid, at times absurdly so. If you stick it in the required S mode and hunker the suspension down, planting the accelerator makes its claimed 0-100km/h sprint time of 4.5 seconds suddenly very real.

It lurches ahead without so much as a squeak from its enormous tyres, grabbing the road with its front axle as it warps you forward.

So yes, this electric performance car is no doubt quick. It is also heavy. Weighing in at a tare mass of 2830kg, the e-tron S is quite literally massive.

The trouble is, while its powerful electric motors are great at overcoming this gravitational obstacle in a straight line, it’s in the corners and at low speeds where you feel every bit of it.

The e-tron crashes over larger bumps, it’s suspension struggling to deal with the combination of its weight and low-profile tyres, while it can also feel cumbersome in the corners around town.

The suspension is better at levelling things out once you gain a bit of pace, and the tyres work with the all-wheel drive system to put in a Herculean effort when carving up bends at speed, but there’s the ever-present lurch of weight always working against you.

This feeling isn’t helped by the steering tune, which even in its most comfort-oriented setting feels hefty and slow to turn. In the default sport mode, ‘dynamic’, it takes effort to push this car around corners.

Despite the unsettling feeling of it, though, the car holds on for dear life, and I never once felt as though the tyres were remotely in danger of breaking traction when put under pressure.

Is it a performer, then? Absolutely, there’s something mind bending about a vehicle so heavy going so quickly.

Does it feel fun to drive? Less so. I enjoyed the connectivity of the Porsche Taycan offers at speed more than I enjoyed the e-tron S, and its weight and girth demand a nice wide piece of tarmac for you to really wring it.

It’s far from a darty and engaging car like the Q5 can be despite its mammoth power outputs.

Elsewhere, the drive experience feels very Audi, though. The touchpoints and feedback are mostly familiar, as are the software and ergonomics.

The virtual wing mirrors are more of an inconvenience than anything else. This car is already hard to see out of, with big C-pillars and a tall belt line, and the digital exterior mirrors offer what feels like a limited angle of vision and make it extra hard to see out at night.

Some things fall to the wayside a little. The e-tron’s drive system almost hides the regenerative braking setting several menus deep, which, once activated, allows you to set it using the paddle-shifters on the wheel.

Audi says the regen will account for nearly 30 per cent of the car’s range, which is odd because even at the highest setting it feels a bit mild, relying on the user to manually operate the brake for a ‘blended braking’ mode to make up the difference.

It’s a bit of a stretch from the single-pedal driving modes offered on some rival cars.

My theory here, as with this car’s look and feel, is the e-tron is primarily designed to be familiar to an existing Audi customer, or someone coming out of a purely combustion premium rival.

The regular e-tron range is considered very safe by ANCAP which awarded it a maximum five stars with strong scores across all categories in 2019, although it does exclude the S which was not released at the time of testing. 

The S has the same suite of active safety features as the rest of the range, though, which includes freeway-speed auto emergency braking (up to 250km/h) with pedestrian, cyclist detection, and intersection assist, lane departure warning with lane keep assist, blind-spot monitoring with rear cross-traffic alert, adaptive high-beams, adaptive cruise control (with eco-assist and stop-and-go functions), as well as a clear exit warning.

The 360-degree camera suite is welcome, as is airbag coverage for the front, side for both front and rear rows, as well as curtains.

ISOFIX points feature on the rear outboard seats, and there are top tethers across all three rear seats.

BMW offers a three year/unlimited km warranty, which is at least a couple of years off the mainstream market pace, and lagging other premium players like Mercedes-Benz and Genesis, both sitting at five years/unlimited km.

Roadside assistance is included for the duration of the warranty period, and the standard ‘Concierge Service’ provides everything from flight information, to global weather updates, and restaurant recommendations, from a real human.

Technically, service is ‘condition based’ with the car telling you when it’s time to hit the workshop, but you can use every 12 months/15,000km as a guide.

BMW Australia offers ‘Service Inclusive’ packages that require customers to pre-pay for servicing, allowing the cost to be covered off in finance or leasing packages and reducing the need for concern about paying for maintenance further down the track.

BMW says there are different packages available, from three to 10 years, or between 40,000 and 200,000km.

Audi has followed its Volkswagen parent in upgrading its warranty to five years and unlimited kilometres, finally leaving BMW and its three-year warranty behind.

The e-tron’s high-voltage battery components are covered by a separate eight-year and 160,000km warranty, but the big win, especially in this premium segment, is the first six years of servicing (covering three 24 monthly or 30,000km visits) is free.

Oh, and your public charging is largely free for the same period too, as Audi throws in a six-year ChargeFox subscription.

Six years pretty much cost-free? Audi, how far you’ve come.