Range Rover Velar vs Audi Q4 E-Tron

What's the difference?

The Range Rover Velar P400e looks damn sexy and is large enough to house your family comfortably while still being easy to manoeuvre around town.

But I’m not a fan of these luxury brands forcing you to pay extra for what should be standard features when you’re at this grade level and price point. This is a model I’d pay close attention to in terms of the optional trims required to maintain a high-end feel.

But the powertrain works quite well here and it has pleasant on-road manners.

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.

Land Rover hasn’t updated the exterior looks of the Velar and for good reason. It is almost flawless in how sleek and sexy it looks. It hovers between its larger Ranger Rover siblings and the more nimble-looking Discovery Sport.

There is still a distinctly ‘Range Rover’ vibe but it looks more agile and fun than its bigger siblings. But while its external looks are beautiful, the cabin loses me.

It’s even more pared back now than the pre-facelifted model and while the minimalistic style will appeal to some it doesn’t tick the luxury factor box for me.

There are too many plain and empty spaces in the dashboard and doors. The multimedia system has been updated to the cool 11.4-inch floating-effect screen but all the buttons and dials are gone. So, there’s even less going on and it makes you 100 per cent reliant on the screen.

And funnily enough, the grey knit fabric and synthetic material that’s used in the upholstery and trims is an optional extra and replaces Windsor leather. The knit-fabric adds some warmth but the black synthetic stuff is awful to touch or clean and reminds me too much of neoprene-style wetsuit material.

The large panoramic sunroof keeps the cabin feeling bright and cheery when it's open, though.

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?

Practicality on a whole is pretty good in the Velar and that comes down mostly to the space provided for each occupant and the high-end tech.

Up front, there is a lot of head- and legroom for my 168cm height and even when you have a co-pilot you’re not jockeying for elbow room.

The seats are very comfortable as they’re well-cushioned and feature excellent lumbar support. I miss a seat heat function on colder days but you can easily do a long trip in the Velar and not feel too fatigued.

The 214mm ground clearance has made it an easy SUV to get in and out of, for me and my seven-year old. Annoyingly, though, some of the doors don't close properly unless you slam them.

The individual storage is a bit less than you might expect as there's not a lot of centre console storage for little items but you still get a small glove box and middle console, two cupholders, two drink bottle holders and a phone cubby up front.

The back seat offers enough space for me to be comfortable but I did have a comment from my dad, who is 183cm, that it was a smidge squishy for him.

The seats are comfortable and amenities are good with two USB-C ports, a 12-volt socket, directional air vents, map pockets and a fold-down armrest with two cupholders. There are storage bins but they're very shallow.

Because of the sleek rear shaping, the boot space is smaller than most of its rivals at 625L when all seats are in use. It’s large enough for my gear and you should still be able to stack luggage easily for a road trip.

The technology on offer is pretty darn good. The multimedia system takes a while to get used to but once you do, it's an easy enough system to get around but not having any buttons/dials means you tend to look at it more than I like while on the go.

Unlike the Disco Sport I was just in, which features the same system, there have been no issues with connectivity with my iPhone with the Bluetooth or wireless Apple CarPlay. There’s also Android Auto and the built-in satellite navigation is top-notch.

I've already mentioned the rear charging options but up front you're spoiled for choice with a USB-A port, three USB-C ports and a wireless charging pad.

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 Range Rover Velar P400e's plug-in hybrid powertrain combines a 2.0-litre four-cylinder turbo-petrol engine with an electric motor to deliver 297kW of power and 640Nm of torque.

The Velar features an eight-speed auto transmission and is an AWD. With that optioned Terrain Response feature, it can do some mild off-road adventuring or tackle a trip to the ski-fields with relative ease.

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.

The official combined fuel-cycle consumption figure is 2.2L/100km and my real-world usage came out at 6.0L/100km after doing mostly open-road trips with some urban stuff thrown in.

I have charged it to full twice with a few (small) charging moments scattered in between as that’s been realistic for life this week. 

Claimed pure electric driving range is 69km but expect closer to 50km in the real-world. 

Based on my real-world consumption and the 69L fuel tank, expect a theoretical driving range of 1150km.

The only draw back with a PHEV is the charging element as you get the best economy if you charge it to full every time you drive, and that's not always realistic!

The P400e has a Type 2 CCS charging port, so you can hook it up to a fast charger. On a 50kW system you can go from 0-80 per cent in 30 minutes and on a 7.0kW system, you can go from 0-100 per cent in two-hours and 12-minutes.

On a standard domestic socket, expect to leave on overnight for a 0-100 per cent fill.

Land Rover recommends a minimum 95 RON premium unleaded petrol for the Velar.

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.

The P400e has a deep well of power to dip into and fantastic pick up when you need to overtake or get up to speed.

Like other plug-in hybrids I’ve sampled from Land Rover there's a little lag sometimes when you accelerate from a full stop but it’s not as pronounced in this model as others. 

The back brakes seem to hold a couple seconds longer than they should and if you accelerate as you would in any other car, there is a ker-clunk sound and you shift forward in your seat until they release.

This was most noticeable in stop-start city traffic and to be fair might just be a quirk on our test car and not on the model as a whole.

The switch between the electric and petrol components is mostly smooth and the cabin is refined because it’s so quiet. Pretty much no external noise makes its way inside.

I did a trip with my father-in-law this week and he said riding in the back seat was smooth, comfortable and very quiet. In fact, he fell asleep not long after we left! A high compliment, indeed.

The wide windows and higher ride have ensure excellent visibility but you only get a reversing camera. Yes, it’s great quality and clear but a 360-degree view system should come standard on a large SUV like this, especially considering its price tag. That being said, the P400e is still pretty easy to park.

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 Range Rover Velar comes with a five-year/unlimited km warranty and the battery is covered by an eight-year/ 160,000km warranty, which is a usual term for the class now.

There is a five-year capped-price servicing program which costs a flat $2100, or $420 per service, and is more affordable than a pay-as-you-go option.

Servicing intervals are very reasonable at every 12 months or 20,400km, whichever occurs first.

You also get five years roadside assistance through Assist Australia as a part of your servicing plan.

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.