Mercedes-Benz A250 vs Audi Q4 E-Tron

What's the difference?

The A 250 e is a really interesting option in an evolving electrified landscape.

Not only is it a demonstration Mercedes is going to have a real go at plug-in hybrid cars in Australia, it also offers those who may be curious about an electrified vehicle a way of experiencing it on their terms.

The compromises are clear-cut, though. You can drive the A 250 e in any way you're comfortable with, but it's never going to be quite as good as a purpose-built EV, hybrid, or combustion car.

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.

Similar to its GLC 300 e bigger sibling, you'd be hard-pressed to tell the A 250 e is a PHEV at all. There's very little about it which screams ‘eco' until you look a little closer. Only keen Mercedes enthusiasts will pick the eco-look wheels, with the only other two give aways being the lack of an exhaust and fuel flaps on both sides.

Other than those items, the A 250 e's exterior is the normal A-Class fare of slick but conservative Mercedes styling, gently accented with elements of chrome and black.

Inside is the same deal. It has all the same elements which make Mercedes' small car range unique and flashy to be behind the wheel of.

Our car had a controversial contrasting crème interior, but I have to say I much prefer the piano black trim items to the in-your-face chrome ones which usually come in these Benz small cars.

Obviously, there's a healthy options list to help you customise it further, but I'm a fan of the soft dash elements, and how the ‘Artico' trim is generously placed throughout to remind you this is a premium badged car.

I do like how Mercedes stands out from the crowd when it comes to its signature vent layout, dual-screens and everything from the lavish front seats to the wheel.

I especially like the blue colour our hatch came in, as you usually only see Benz cars in white, grey, silver, or black. Buy colours!

The 'MBUX' multimedia suite is also lightening fast and very customisable when it comes to its layout and look. I'd say its one of the best suites on the market, although interacting with it via the touch elements on the wheel and centre pad can be a bit fiddly.

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?

Like all A-Class hatchbacks, this Benz is centred pretty much solely around the front two passengers. Both get lavish seat trims and lovely touchpoints, easily a cut above mass market rivals. 

Space perhaps isn't this car's forte, with the A- and B-pillars cascading inwards for a low roofline and a comfortable but not spacious interior width. 

Raised console elements and elbow resting points add to the primo feel, but visibility is limited from the tiny wing mirrors and small rear window.

Front passengers get some large binnacles in the door trims, cupholders in the front, a decently sized centre console box housing two USB ports, a surprisingly large glove box, and a shallow bay for wireless phone charging up front.

All three USB ports available to front passengers are USB-C type so you'll also need to be ready with some adapters.

Rear passengers get the same lovely sculpted seat trims, but it is limited back there for someone my 182cm (6'0") height and the large front passenger seats, low roofline, and smallish window apertures make for a tight-feeling space. 

There are nettings on the back of the front seats, small binnacles in the doors and a tiny shelf on the back of the centre console.

There are no amenities like adjustable air vents or charging ports for rear passengers, although the two USB-C jacks located in the centre console box should be within reach.

Boot space is an interesting story. Mercedes has packaged the electric elements in this car to consume the least amount of space possible. So, despite a relatively large and water-cooed lithium-ion battery under the boot floor, and 35-litre fuel tank in front of the rear axle, the hatchback as tested here only loses 45-litres compared to its non-hybrid version. No mean feat.

This makes total space available a decent 310 litres (VDA). You'll get a little more in the sedan version of this car, and it is larger than the Audi A3 40 TFSI e which offers 280L.

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…

This is where most of your money goes. Up front, the A 250 e gets a familiar 1.3-litre four-cylinder petrol engine, used elsewhere in Mercedes range.

This engine produces 118kW/250Nm and drives the front-wheels via an eight-speed dual-clutch automatic transmission.

This transmission also houses the electric motor, which is powerful for a hybrid this size, offering 75kW/300Nm for a healthy amount of cruising power without engine assistance.

These two combine for a massive output of 160kW/450Nm, with the electric motor and petrol engine working in tandem under heavy acceleration for a 0-100km/h sprint time of 6.6 seconds.

The A 250 e houses a 15.6kWh water-cooled lithium-ion battery under the boot floor to power said motor. This is, again, large for a hybrid this size, and grants an electric-only range of 73 kilometres (ADR) despite weighing in at just 150kg.

As the battery and fuel tank have moved in the way of where the exhaust port normally is, Mercedes has placed the entire exhaust system in the transmission tunnel which normally houses the 4Matic all-wheel drive system on the A 250 variant. Interesting stuff.

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.

All this jiggery-pokery makes for all sorts of very impressive fuel consumption numbers. This car's official one is just 1.6L/100km, although this is going to vary wildly by how you drive it (more on this in the driving section).

Fuel consumption is just one element of this car's drivetrain though. You'll also need to consider energy consumption which is officially rated at 14.8kWh/100km.

You can think of these two consumption elements as a sliding scale. The more you can use the electric motor and regeneration features, the lower your fuel consumption will be, conversely if you drive under primarily petrol or hybrid power, you'll be able to lower your energy consumption.

Read the driving section for more on how this particular car gives you unprecedented control over this.

We had the A 250 e for just three days and managed to cover roughly 250km, I was thoroughly testing each drive mode as much as possible, and my final consumption figures came out 6.9L/100km of fuel consumption, and 5.9Kwh/100km of energy consumption.

If I had more time to charge, it was evident these numbers would have been altered drastically. Hopefully we'll be able to bring you a longer and more comprehensive Urban Guide test of this vehicle in the future.

Somehow, there is still more to the story, with this Mercedes offering a fascinating option pack which makes it even more flexible when it comes to charging.

The DC charging pack comes in at $1490 and lets you charge not just at regular public Type 2 ports, but also at ultra-fast DC locations. It also doubles the amount of power this car can pull from public outlets or a wallbox.

Keep in mind this car only comes with a regular wall socket to Type2 charger. This means to make use of fast charging at home (up to 7.2kW) you'll need to add the Mercedes-Benz Wallbox ($1200 not including installation by JetCharge) and to make the most of it when you're out and about (or if you don't have a garage) you'll need the public (Type2 to Type2) charging cable ($565.16).

See below for Mercedes' estimate of charging time for each of the charging options.

The A 250 e has a 35-litre fuel tank and a thirst for mid-grade 95 RON unleaded petrol. Oh, and if it's emissions you're conscious of, the A 250 e officially emits just 34g/km of CO2, far lower than the roughly 140g/km industry targets.

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 A 250 e is as interesting behind the wheel as it is on paper. To really explore it though, you'll need to delve into its complex drive modes.

It's more than just your usual comfort, eco, and sport. Each mode transforms the way you'll think about and drive this car.

The default is comfort, where the A 250 e behaves like you might expect from a plug-in. This means it will prefer to use electric drive unless you push the accelerator very hard. It makes for smooth and quiet motoring, although you'll find it chews through the electric range quite quickly, especially if you venture to the open road.

Sport mode prefers instead to primarily rely on the 1.3-litre four-cylinder engine. It's notably less refined, with this engine having a loud, gruff tone, and the introduction of vibrations and jerkiness from the dual-clutch automatic becomes immediately apparent.

It also firms up the steering, changes the transmission characteristics, and offers faster engine response from the accelerator pedal. As a side note, sport mode becomes a good tool for charging the battery quickly when you don't have access to a charging port.

The more interesting modes are electric, eco, and battery level. Battery level attempts to maintain the level the battery is currently at, while still using the car's hybrid features. This is so you can save the lion's share of charge for when it's most useful, like trawling in traffic.

Electric does what it says on the tin. Operates the car as an EV, not using its combustion engine at all. It also changes the car's paddle shifters from operating the transmission to altering the regenerative braking.

It offers modes varying from D+ which uses electric drive but coasts like a combustion car, to D-- which makes the car drive like a ‘single pedal' vehicle. This means it ups the regen braking to the point where the car will come to a full stop as you let your foot off the accelerator. It's the most efficient electric motoring mode.

Finally, eco mode lets you drive the A 250 e more like a conventional hybrid, limiting the electric motor to just taking off and cruising, preferring to switch to combustion more rapidly on acceleration.

While this car offers you unparalleled choice when it comes to electric motoring, it's worth noting it comes with its fair share of compromise.

This is far from the most refined car to drive in combustion mode, and it lacks the polish of, say, a Toyota hybrid when operating as a more traditional hybrid car.

I find it particularly interesting this car's best traits are found when it's operating as a purely electric vehicle. It's quieter, more refined, and the overpowered electric motor helps it feel just as good as a pure EV in terms of acceleration.

This car's downfalls as a combustion vehicle will be a real challenge for it. Again, it's a trade-off. The A 250 e doesn't feeel any heavier or more cumbersome than a 'normal' A-Class despite the extra battery size. But the ride is a bit harsh, and the dual-clutch leaves a lot to be desired in terms of refinement.

Asking more than $60 grand still seems tall when it's not as slick as a VW combustion car, and not as polished as a Toyota hybrid, either of which are half the price.

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.

Mercedes has caught up with most of the mainstream pack, now offering a five-year and unlimited kilometre warranty across its whole passenger car range. It's ahead of many of its rivals in the luxury segment, but matched by Korean newcomer, Genesis.

The A 250 e needs to be serviced once a year or every 25,000km, and pricing is no different from a non-electrified A 250. Pre-packaged service pricing for three years is $2050, four years is $2950, and five years is $3500.

Not ‘cheap' in the grander scheme, but there's no downside for picking this particular variant despite all of its extra equipment.

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.