Ford Transit Custom vs Audi Q4 E-Tron

What's the difference?

There’s a lot to like here as it provides spacious and comfortable seating for up to five tall adults combined with a huge load volume, one-tonne-plus payload rating, 2500kg towing capacity, peerless safety and an appealing price. It sets a high benchmark for buyers wanting work-and-play practicality and with its sporty good looks and energetic performance is worthy of consideration as a genuine alternative to a conventional van, ute or US pick-up.

Audi is famous for sticking doggedly to front-wheel drive and quattro AWD, but clearly, when it puts its mind to it, the few RWD machines it has produced over its 116 years have been exceptional.

While not as exciting as the R8 or as supersonic as the e-tron GT, the Q4 e-tron is an impressive machine. Thoroughly engineered and thoughtfully designed to be a friendly, refined, comfortable, safe and capable family SUV, it deserves to be on your shortlist.

With a couple of choice option packages, the base 45 seems remarkably complete, but there’s plenty to enjoy in the hot-shot 55 quattro as well. Either way, Audi seems to be on a winner.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Our test vehicle rides on the LWB Transit Custom’s 3500mm wheelbase and its external dimensions of 5450mm length, 1999mm width and a height of 1985mm, which means it can comfortably access underground or multi-storey car parks. A 12.1-metre turning circle is more compact than 1500-class US pick-ups and closer to Ranger/HiLux-sized utes.

The front-wheel drive chassis platform has smooth-riding four-coil suspension with MacPherson struts up front and an independent rear. Steering is rack and pinion and there’s a quartet of powerful disc brakes.

It’s arguably the best-looking mid-sized van on the market with aggressive frontal styling, wedge-shaped side contours and protruding wheel arches that shroud its alloy wheels.

The interior has a spacious and airy feel, with a stylish mix of contrasting two-tone grey surfaces throughout. This is enhanced with bright blue highlights courtesy of the dual ‘racing’ stripe pattern on the fabric seat facings, which provides visual cohesion with the external stripes.

Whether talking about the SUV or Sportback, the Q4 e-tron is an excellent example of Audi’s recent design prowess.

Beautiful proportions, crisp surfaces, exquisite detailing and undeniable elegance are all present in spades. And the Sportback is a rare example of a graceful-looking coupe SUV, though it is not in the otherworldly Polestar 4’s league aesthetically.

However, where is the originality? You’d never know these are rear-motored and predominantly RWD vehicles. Yes, the Single Frame grille execution is amongst the best-yet from the brand, while the wheelarch ‘blisters’ are an (albeit questionable) homage to the seminal Ur-Quattro of the 1980s, but the Q4 e-tron could be any contemporary Audi SUV from the Q3 up. Its design is the opposite of daring.

Still, maybe the Q4 e-tron’s classy, relatable conservatism explains why the Brits made this car their second-best selling EV of 2024, representing everything that the number one Model Y is not.

Plus, with current global automotive interiors stalling behind over-illuminated and oversized screens full of greasy fingerprints, glitchy electronics and reflections of their frustrated operators, a bit of old-school Audi cabin presentation knowhow can only be a good thing, right?

With its 2167kg kerb weight and 3225kg GVM, our test vehicle has a big 1058kg payload rating, so it’s a genuine ‘one tonner’ designed to carry a full crew and heaps of cargo. Up to 155kg of that can be carried on the cleverly-designed trio of roof racks, which lie flat when not in use but in seconds can be rotated to an upright position and locked in place.

It’s also rated to tow up to 2500kg of braked trailer and with its sizeable 5725kg GCM (or how much weight it can legally carry and tow at the same time) it can legally carry its maximum payload while towing its maximum trailer weight, which is impressive for a 2.0-litre powertrain.

Standard cargo bay access is through rear barn-doors, but an optional swing-up tailgate is available. These doors open to 180 degrees to optimise loading access and the hinges have enough resistance to keep them open in light winds.

The cargo bay, which is separated from the cabin by a moulded composite bulkhead, has a huge load volume of 4.3 cubic metres which is about 70 per cent of that available in conventional two-seater vans.

Its 2004mm of load-floor length and 1392mm between the wheel-housings also allows it to carry either a standard Aussie pallet or Euro pallet if required, secured by a choice of six load-anchorage points.

The load floor is protected by a composite liner, the walls and doors are neatly lined to mid-height and bright LEDs on the roof provide ample illumination.

There’s generous room not only for the driver and front passenger but also those seated behind. The large sliding doors and assist handles on each side provide easy access to the rear bench seat where even tall people are treated to ample kneeroom, given I’m 186cm and have more than 100mm of knee clearance from the driver’s seat set in my position.

There’s also ample shoulder and headroom, combined with a carpeted and flat floor which with no transmission tunnel provides welcome floor space for those seated in the centre. It feels much like the rear seat of a US pick-up.

Front cabin storage includes a bottle-holder and bin in each front door, plus bottle/cupholders on each side of the dash, a large open storage area in the dash-pad, upper and lower lidded glove boxes and two more bottle/cupholders in the centre console.

Rear passengers also get a bottle-holder and bin in each sliding door, plus there’s considerable storage space under the bench seat with a removable frame at the front to retain items.

The only missing item that could make this well-designed cabin even better would be an assist-handle on the left-side A-pillar to help front passengers of shorter stature to climb aboard. Yes, we did have complaints.

Unlike most of its German competitors (and the Volvo EX40), the Q4 e-tron is built on a dedicated EV platform known as MEB, and shared with other Volkswagen Group models, like the Skoda Enyaq and Volkswagen ID.4.

Consequently, the Audi feels a wee-bit narrow inside, as the MEB SUV family are on the smallish side for medium-sized SUVs. This is not a criticism, just an observation.

And there is no lack of interior space, either. Entry/egress is easy via large doors, there’s plenty of space for heads and shoulders and legroom is generous. All are an upshot of the EV-only platform.

Despite some obvious packaging links with the other VW MEB interiors, the dashboard is very Audi-esque in styling, layout, functionality and quality.

From the ‘Virtual Cockpit’ electronic instruments and crisp multimedia screen, to the feel of the buttons and logical, easy locations of the controls, the Q4 e-tron is completely and utterly on-brand. And that means high standards. Looks posh. Works well. Nice to touch. No bewildering endless screen-menu search and rescue frustration here.

Plus, the Audi is practical. We’ve already talked about ample room, but even the standard, non-sports seats cosseted and supported over a few hours of testing; different and unexpected levels of storage (including a nifty bottle holder ahead of the forward door jam – brilliant); superb ventilation and, especially in the Sportback 55 e-tron quattro sampled, a banging audio system, complete a suave and sophisticated interior experience.

Issues? No too many, really.

There is quite a lot of quality plastic material visible, which might offend some sensitive souls. There is some road-noise intrusion over coarse surfaces, perhaps reminding owners of the Q4 e-tron’s shared architecture; and rear vision in the Sportback is hampered by fat pillars and slim back glass.  

However, no spare wheel exists. Nada. Just the occasionally ineffective and always-infernal tyre inflation kit, that renders the tyre and kit useless afterwards and so makes for expensive replacements. And just because almost everybody else does it, this is not good enough for Australia.

The corollary of that is quite generous luggage capacity, with the Sportback’s 535 litres somehow beating the more-upright SUV’s 520L VDA capacity, though with the rear seatbacks folded that switches to 1460L and 1490L respectively. Both are gorgeously lush and quite practically shaped.

And what about the storage compartment up front?

The Q4 e-tron is available in two body shapes – a handsome if quite conservative wagon SUV style, as well as a sleeker coupe-SUV derivative that Audi calls Sportback.

The latter is expected to be the slightly more popular of the two designs, despite costing about $1600 more.

Obviously slotting in between the smaller Q3 and larger Q5, the Q4 e-tron almost shadows the latter size wise, and is available in either 45 RWD or 55 quattro all-wheel drive (AWD) guises.

Since both share the same, largish (82kWh) battery, Audi reckons most buyers will choose the 45, especially as its pricing in either body style slips under the Australian Federal Government’s Luxury Car Tax (LCT) threshold.

Kicking off from $84,900 before on-road costs, the base grade includes a full suite of safety tech such as full stop/go adaptive cruise control, an electronic instrument display, heated front seats, three-zone climate control, a gesture-controlled powered tailgate and 19-inch alloy wheels.

These come on top of the LED headlights, an 11.6-inch touchscreen, full wireless multimedia connectivity, a premium audio system, electric driver’s seat adjustment, navigation, folding/heated/kerb-side-view mirrors, roof rails and automatic parking.

From the Sportback 45 and up, the S-Line package is standard, bringing with it 20-inch alloys.

All the essentials then.

But, on the base 45s, be prepared to spend extra for luxuries like bolstered “sports” seats, a head-up display, a powered front passenger seat, driver’s side memory settings, a 360-degree camera instead of the regular rear-only view and privacy glass.

The 55 quattro grades from $105,900 include most of these, along with an extra electric motor for AWD and considerably more muscle, as well as variable-ratio steering, Matrix LED headlights, dynamic indicators, extra lane-assist intervention and the aforementioned S-Line trim shod with 20-inch alloys.

Now, against the remodelled Tesla Model Y Juniper, the Audi costs considerably more, but it is also a more upmarket (and less conspicuous) luxury brand that prioritises quality.

The iX1, iX2, EQA and EX40 cost around the same as the Q4 e-tron, but aren’t quite as large, offer smaller batteries (Volvo-aside), are based on other internal combustion engine (ICE) models compared to the Audi’s ground-up dedicated-EV architecture and, except for the BMWs, are getting somewhat long in the tooth.

Conversely, fresh designs, bespoke electric platforms and bigger batteries set the larger yet less-expensive Polestar 4 as well as the more-compact yet loaded Genesis GV60 apart against the Audi’s aforementioned competitors, but neither challenger brand is as established as all the others. Finally, Lexus’ UX300e is too compact while the larger RZ450e has priced itself out of contention here.

So, why the delay getting the Q4 e-tron to Australia? Especially when the brand has offered the bigger and much-more expensive Q8 e-tron SUV since the beginning of this decade?

Initially, demand in Europe was through the roof and supply could not keep up. Then Audi elected to wait for an update that debuted globally in September 2023, ushering in a raft of changes, to make its most important EV ever more competitive in a wildly shifting market.

These include efficiency gains leading to more range thanks to an upgraded motor and battery, stronger performance, faster charging, retuned steering, comfier suspension and improved safety spec.

Not that you’d be able to spot the differences comparing new Q4 e-tron with old. Nor even against sibling SUVs…

The 'EcoBlue' 2.0-litre four-cylinder turbo-diesel engine produces 125kW of power at 3500rpm with peak torque of 390Nm tapped between 1750-2500rpm. It uses AdBlue to minimise emissions.

The eight-speed torque converter automatic provides the option of sequential manual-shifting using the column-mounted stalk, which can be preferable in some situations when hauling heavy loads. It also offers five drive modes comprising 'Normal' (default), 'Eco', 'Sport', 'Slippery' and 'Tow/Haul'.

Unlike the Model Y, there's no storage up front. That space is instead reserved for auxiliaries and, in the 55 quattro versions, the second electric motor that drives the front axle for AWD.

In all versions, a permanently excited synchronous motor sits on the rear axle driving the rear wheels via a single-speed transmission.

Tipping the scales at 2145kg, the 45s produce 210kW of power, to offer a power-to-weight ratio of 98kW per tonne, while the 2235kg 55s’ 250kW output ups that to 112kW/tonne. Both Q4 e-trons deliver a healthy 545Nm of torque.

No slouch, the 45s manage the 0-100km/h sprint in a rapid 6.7s, while the 55 quattro’s extra motor chimes in when extra traction is required, shaving another 1.3s off that, for a 5.4s time. Top speed in both is limited to 180km/h.

Adding a bit more driver involvement, the 55s have variable ratio steering, while MacPherson-style struts up front and a four-link independent rear suspension setup out back help keep everything under control.

Ford claims official combined average consumption of 8.0L/100km and the dash display was showing 8.7 when we stopped to refuel at the completion of our 274km test, which comprised the usual mix of suburban, city and highway driving of which about one third was hauling a heavy payload.

Our own numbers calculated from actual fuel bowser and tripmeter readings were close to these figures at 9.1, which is still excellent sub-10L/100km economy for a vehicle weighing more than two tonnes dealing with a variety of loads and roads.

Therefore, based on our consumption figure, it should deliver a real-world driving range of around 770km from its 70-litre tank.

Built on a 400V architecture, the Q4 e-tron uses an 82kWh Lithium-ion battery pack, offering a useable capacity of 77kWh. It only charges to 80 per cent full to help preserve battery life.

Now, driving most of the available versions over a 200km launch route from Adelaide airport to wine country, we averaged between 17.5 and 19.5kWh/100km, with the lighter RWDs obviously being the more economical of the drivetrains.

In ascending order, the official combined average figures are 16.9kWh/100km (Sportback 45), 17.4kWh/100km (45 SUV), 17.5kWh/100km (Sportback 55 quattro) and 18.1kWh/100km (55 quattro SUV).

Despite weighing about the same, the Sportback uses around 0.5kWh/100km less electricity than the SUV version, due to better aerodynamics.

That translates to about 15km of extra distance, with the Sportback 45 going the furthest, delivering a WLTP range of 540km. That’s followed by the 45 SUV, Sportback 55 quattro and 55 quattro SUV with 524km, 503km and 488km respectively.

To aid with recharging, the driver has three modes of battery energy recuperation via steering-wheel paddle shifters.

Plugged in at home, the battery needs about 40 hours to completely recharge, or over 12 hours using an optional 7kWh Wallbox. Maximum AC charging capacity is 11kW.

With a maximum of between 135kW (RWD) and 175kW (AWD) of DC charging capacity, however, 10-80 per cent charge using a 50kW DC public charger needs fewer than 70 minutes, or just 40 minutes if you find a 100kW station.

It’s spacious and comfortable with a car-like driving position, large left footrest and plenty of steering wheel/seat adjustability including 10-way power adjustment for the driver's seat including lumbar support.

This van is particularly well suited to long-distance driving, given the fold-down inboard and outboard armrests for the driver and front passenger seats. This ‘captain’s chair’ design provides ideal elbow support to minimise neck and shoulder strain during long days on the road.

The 2.0-litre turbo-diesel’s ample 390Nm of torque ensures spirited response regardless of drive mode, with the well-calibrated auto ensuring most driving occurs within the engine’s peak torque band which is right where you want it.

Ride quality and handling are excellent and remain consistent regardless of payloads. Although the driver’s rear view is minimal through the small bulkhead window, the large truck-style door mirrors combined with a reversing camera and active driver aids like blind-spot monitoring, rear cross-traffic alert and parking sensors make it easy to live with in busy urban settings.

It’s also an effortless highway cruiser, with the engine only needing around 2000rpm to maintain 110km/h which is comfortably within its peak torque band. Most noise at these speeds, which is far from intrusive, comes from the tyres as engine and wind noise are negligible.

To test its GVM rating, we loaded 650kg into the cargo bay which combined with our two-man crew equalled a total payload of 830kg. Although sizeable, that was still more than 200kg shy of its legal limit.

The coil-spring rear suspension compressed 55mm under this loading, with long cone-shaped jounce-rubbers mounted on the chassis rails above being pressed into service to provide a second stage of weight support. This design is very effective in providing a smooth ride free of any jarring thuds over bumps when heavily loaded.

It made light work of our 13 per cent gradient, 2.0km-long set climb at 60km/h, easily hauling this heavy payload to the summit. Engine-braking on the way down, in a manually-selected second gear, was equally competent as no pedal-braking was required to stay below the 60km/h posted speed limit during this descent.

Our only driving criticism was an annoying rattle coming from the window in the right-side sliding-door (close to the driver's ear) and another emanating from the cargo bay over larger bumps.

Audi might be late to the affordable electric SUV party, but it’s certainly been worth the wait from behind the wheel, because the Q4 e-tron drives exactly how you would expect an Audi to.

The 45 in either body shape has ample oomph, as its impressive 6.7s 0-100km/h times prove, providing a decent amount of instant speed the moment you put your foot down. This is a smooth, strong and muscular performer.

The steering is nicely modulated and precise, for easy, flowing handling, even when the speed is taken up a few notches. Note that while it may seem a little light, it can be configured for a more dynamic feel.

However, slightly stronger single pedal braking would be appreciated. The Audi EV’s brakes do a great job stopping the car, but they do feel a bit on/off at first. Maybe even a bit wooden.

All the Q4 e-trons we drove on the launch around the Adelaide hills rode on steel springs. That said, and to our surprise, the suspension is more than comfortable enough, soaking up many of the bumps we encountered without breaking a sweat.

Plus, except on coarse bitumen, there's not much of any type of noise coming through inside the cabin. These are agreeably comfortable and refined cruisers.

Meanwhile, the 55 quattro version is a slightly different proposition, with measurably stronger acceleration across the board and more eager throttle response. Actually, even on bone-dry roads at the height of summer, there’s almost too much torque coursing through the axles, so just be wary of this EV’s considerable power.

Still, the twin-motor Audi feels like a relaxed yet brawny grand touring SUV, with plenty in reserve for fast overtaking and quick getaways. Even the RWD model provides exceptional roadholding and control, but that extra AWD grip when things become a bit slippery would certainly be a bonus.

Plus, kudos to the Germans for delivering user-friendly driver assist safety systems. Nuanced and largely unobtrusive, they keep you safe without driving you to distraction. China and Polestar in particular, are you listening?

On the flip side, you do feel the extra weight of the second electric motor (about 100kg more), and so it doesn't quite have the agility and alacrity of the standard 45 RWD machine.

Indeed, there isn’t quite the athleticism or connection of driver-focused alternatives (like BMW), but the Q4 e-tron rarely puts a foot wrong, either.

Impressively capable and dynamic, Audi’s more-affordable electric SUV has been worth the wait.

Tested back in 2021, the Q4 e-tron managed a five-star ANCAP crash-test rating, and possesses most of the driver-assist safety systems expected nowadays in this class of car.

This includes Autonomous Emergency Braking (AEB, dubbed Audi Pre-Sense in corporate-speak), lane departure warning/assist, rear cross-traffic alert, blind-spot warning, on-coming traffic turn-and-swerve collision avoidance, exiting-vehicle alert tech, adaptive cruise control (with active lane assist in the 55s), driver attention monitor, tyre pressure indicators, 360-degree cameras, and light and rain sensors.

AEB operating parameters vary. Car to car, it’s between 5km/h and 250km/h. For pedestrian/cyclist/back-over, it’s from 5km/h to 85km/h. And the lane support systems work between 60km/h and 250km/h.

All outboard occupants also enjoy full airbag coverage – front, front side/centre, and full-length curtain airbags.

A trio of child-seat anchorage points are fitted across the back seat, along with ISOFIX child-seat anchorages in the front passenger seat and two in the rear outboard positions.

The vehicle is covered by a five year/unlimited km warranty.

Scheduled servicing is every 12 months/30,000km whichever occurs first. Capped-price servicing for the first four scheduled services up to four years/120,000km totals $1996 or $499 per service.

Audi’s warranty remains the same as before, at five years with unlimited kilometres, with the battery covered for eight years or 160,000km. Six years of roadside assistance is also included.

Service intervals are every two years or 30,000km. Nothing special here nowadays.

But the Q4 e-tron owner can buy a six-year service plan for a total of $2050, while gaining 12 months of free electricity at Chargefox stations. They can also purchase a JET Charge home installation charger from $800.