Mercedes-Benz Eqv300 vs Audi Q8 E-Tron

What's the difference?

The EQV is indeed a curious offering. The driving range is decent, but not outstanding, and depending on what you’re using it for, it could be a savvy investment. Especially if you charge using solar power. You’ll also save on servicing costs. But if you’re a limo operator, it really will depend how many kilometres you’re going to do each day. A V-Class might suffice.

Either way it’s great that Benz is giving buyers electric options in a variety of body styles and segments - an SUV simply won’t suit everyone.

If you can live with that ride quality and have the deep pockets for an EQV, there’s more than enough to like. But I suspect there won’t be many of you.

The Audi Q8 e-tron ushers in welcome improvements to an already likeable and capable large luxury SUV.

But it is also feeling dated compared to newer and fresher rivals like the BMW iX, isn’t as good to drive as the best, offers disappointing range for the size of the new battery, and prices are creeping up for what is essentially a half-decade-old EV.

The name change isn’t enough. What the Q8 e-tron really needs is a massive leap in its Vorsprung durch Technik in a rapidly evolving electrified landscape.

 Very good… but far from great.

If you’ve seen a Mercedes van or people mover, you’ll have an idea of the EQV.

The difference between it and its V-Class twin is the ‘EQ’ touches, including the front end that has a definite connection to other EQ models like the EQA.

The chrome-rimmed grille is blacked out and has fins, and that’s the key difference between the two MPVs. Otherwise it’s a very large white box on wheels. Nicely designed 18-inch five-spoke alloy wheels, at that. 

Inside, the EQV is showing the age of this vehicle's shared underpinnings. Next year will mark 10 years since the current Vito went on sale in Europe, and while it and its derivatives are still somewhat handsome, the interior is getting on.

It’s hard to fault the materials used inside, and elements like the perforated leather steering wheel, and dash stitching are welcome, but it could feel even more premium. It’s no more high-end than a Kia Carnival Platinum that is more than half the price of the EQV.

But the look of the dash is very reminiscent of Benz models from a few years back - certainly nothing like the twin-screen set-up of the current crop. And given the size of the cabin, the 10.25-inch central screen looks small in this vehicle. 

The Q8 e-tron looks smaller than it actually is, with the SUV wagon’s length/width/height/wheelbase numbers measuring in at 4915/1937/1633mm/2928mm, respectively.

The Sportback version is slightly lower at 1619mm.

You’ll need a keen eye to spot the difference between the old e-tron and new Q8 e-tron, with almost all of the visual changes reserved for the front end.

For starters, there’s a new, two-dimensional four-ring logo that looks larger and flatter than before, sitting within a sleeker and slimmer grille treatment that now takes in the restyled headlights. Along with the redesigned bumper, the effect serves to broaden the SUV’s stance.

The effect also suggests improved aerodynamics, aided by small air foils near the wheel arches and a fully-clad underbody section.  

Otherwise, aside from the odd inclusion of the make-model name on the B-pillar and minor trim updates out back, the Q8 e-tron keeps the same, contemporary appearance of its predecessor. Which is no bad thing. 

And there are even fewer changes inside.

If space is what you want, space is what you’ll find in the EQV. People movers like the Kia Carnival are incredibly spacious, but they can’t compete with something that’s spawned from a commercial vehicle platform, like this Benz.

Thanks to the flat floor and 2+2+3 three-row seating layout, you can literally stand up (depending on your height) and walk from the driver’s seat to the third row.

Back up front, the old underpinnings mean no fully digital instrument cluster here, just analogue dials, which is not a bad thing.

That also means the air con controls are separate from the central screen and therefore easy to use.

The MBUX system isn’t as advanced as the version fitted to the latest Benz models, and as a result there are fewer functions and it’s less complicated to use. There’s a touchpad as well as the touchscreen but I only ever used the screen.

Another slightly old school element to the EQV is the fact that it requires a key to start. Which is unusual for an EV. Also, the ignition is on the left side of the steering wheel which is great news for left-handed people but it’s somewhat annoying if you’re right-handed.

Storage wise up front, there is a decent space with a cover under the centre stack, housing cupholders, two USB-C ports and a 12-volt charger, but no wireless charger. There’s ample space for very large bottles in the front doors and it has a medium-sized glove box.

The front leather seats with fold-down armrests on each side are well bolstered and are very comfortable, too. No complaints there.

Given this car is designed to ferry people around, you’d hope for a functional rear cabin and on that Benz has delivered - for the most part.

Unsurprisingly given the EQV’s massive dimensions, there is a huge amount of headroom, legroom, and hip and shoulder room in all rows.

Both sliding side doors are power operated and one (the passenger side) can be opened via the key fob. The very large tailgate is also power operated.

Those two second-row captains chairs are comfy and supportive. There are map pockets on the rear of the front and second-row seats. There are floor and roof-mounted air vents, but just roof vents in the third row.

There’s not a whole lot of storage options in the second row, while the third row has stand-up phone holders, but that’s about it. No USB ports back there.

If you’re folding the second row seats, they’re quite heavy and cumbersome. But tumbling them forward via the lever is much easier. That ensures ample space to get into the third row. 

The third row can be folded flat as well but you have to remove the very large and heavy parcel shelf from the cargo area. Like the seats the shelf structure is also on rails and it lifts out if required. That third row can also slide but not as far as the second row.

The shelf can double as a stand-up desk for a computer in the rear if required. It’s actually quite handy.

And it helps hide items in the boot. It comes with plastic folding shopping crates. 

Benz says the boot can swallow 1030 litres with all seats in place, but minus the parcel shelf. It also has a 17-inch spare steel wheel under the rear of the vehicle.

More than merely good enough.

Entry and egress are easy thanks to a lofty ride height and wide-opening doors. Once sat, you’ll discover Audi has not changed anything much inside compared to the old e-tron. Frankly, very little needed to.

You’ll still find a strikingly stylish and upmarket cabin offering sufficient space for five people, a commanding driving position, superbly supportive front seats that are a boon when long-distance driving, plenty of storage options, ample ventilation and suitably moody lighting.

While not the most modern dash on the market when contrasted to the vast ‘hyper’ screens of some rivals, the Q8 e-tron’s remains very architectural in appearance and presentation.

Trim and material quality are certainly up to brand expectations. Practicality remains a priority, with lots of storage areas within the dash, console and door cards.

There are no fewer than three screens – a 12.3-inch digital instrument cluster Audi calls 'Virtual Cockpit', a 10.1-inch central multimedia display with haptic feedback and an 8.6-inch unit for climate control.

While they may seem daunting at first, a little familiarisation means most users will find them easy to operate.

Kudos, too, to the super-clear markings in the instrumentation, as well as the very satisfying tactile sensations of using the quality switchgear and controls. Typical Audi thoroughness here.

The same applies to the Q8 e-tron’s roomy and pleasantly-presented back seat area, with intelligently designed seating offering a nicely angled backrest as well as supportive cushion.

Three people can fit across without too much pain, though two is better, as the folding centre armrest and other amenities like air vents and climate control systems can be better-accessed and enjoyed.

You can see, smell and feel where your money’s gone inside. This is a quiet, isolated and cocooning experience, whether cruising on the motorway or stuck in heavy urban traffic. As you’d expect from a luxury SUV.

About the only real jarring aspect are the $3500 virtual exterior mirrors, created to improve aero performance. Their door-mounted screens are set low, outside the natural visual eyeline of the driver, creating confusion and adding precious extra seconds of eyes not on the road ahead. They’re irritating to the point of frustration.

Otherwise, the Q8 e-tron gets the job done inside, with cargo capacity at a reasonable 569 litres in the SUV wagon and 528L in the Sportback. And there’s even a 62L tub in the frunk up front to store the cables that also come standard with the EV.

Audi interior and packaging expertise strikes again.

First thing’s first. The Q8 e-tron has very little in common with the existing Q8 petrol, diesel and SQ8 high-performance models.

These, along with the larger Q7, have internal combustion engines.

However, keep in mind all leverage variations of the same 'MLB Evo' architecture that first saw the light of day all the way back in 2015. So, no spring chickens here.

But as it currently also serves Bentley, Lamborghini and Porsche SUVs, we’re talking about a classy set of components, anyway. Plus, the pre-facelift model was only rolled out on the world market in 2019.

For now, only a single variant is here, known as the Q8 e-tron 55, meaning the previous, smaller-battery 50 and flagship SQ8 aren’t here yet. That will happen sometime during 2024.

As before, there’s the choice of a traditional SUV wagon or more-popular BMW X6-style Sportback SUV coupe.

Prices start at $153,900 (all prices are before on-road costs) for the former and $165,900 for the latter, and that’s a jump of nearly $8K and $9K respectively over their old e-tron-as-a-noun-rather-than-an-adjective predecessors.

At least the Q8 e-tron is well equipped.

On the safety front, you’ll find about 40 driver assistance systems, backed up by a plethora of cameras, radar sensors and ultrasonic sensors to help keep the SUV as secure as possible.

These include a 360-degree camera system, adaptive cruise control, lane-support systems, rear cross-traffic assist and Autonomous Emergency Braking (AEB).

More on safety further down below.

All models also include adaptive air suspension with a variable ride height range of 76mm, a drive-mode selector that switches between normal and sport settings, LED headlights with auto high beams, keyless entry/start, front and rear climate control, heated and powered front seats and adjustable regenerative braking paddles on the steering wheel.

There's also a head-up display, three digital screens including electronic instrumentation and a central touchscreen with haptic feedback, satellite navigation, Android Auto, wireless Apple CarPlay, digital radio, wireless smartphone charging, four USB-C ports, an electric tailgate with gesture control, roof rails and 20-inch alloy wheels – with a space-saver spare wheel to boot.

Plus, an undisclosed number of Launch Edition SUVs from $165,900 are also available, adding Audi’s S line exterior styling touches, 21-inch wheels, sports front seats, a racier steering wheel, electric steering column adjustment and more.

Note that the base Q8 e-tron 55 does not include leather upholstery (it’s synthetic material instead) or a sunroof as standard.

Pricing and spec, then, are generally in-line with the luxury Euro EV SUV competition, which is to say, a bit on the exxy side.

Let’s check out the changes.

The EQV is a battery electric vehicle that uses a single motor that sends up to 150kW of power and 365Nm of torque to the front wheels. It is paired with a 90kWh lithium-ion battery pack housed beneath the floor. The kerb weight is a hefty 2846kg.

With a DC charging capacity of up to 110kW, topping the battery up from 10 to 80 per cent can be done using a rapid charging station in about 45 minutes.

If you use an 11kW AC charger, like a Mercedes-Benz Wallbox, it will take approximately 10 hours to recharge from empty to 100 per cent.

Tech-overload alert. As per its predecessor, the Q8 e-tron 55 continues with two electric motors – one on each axle – for ‘quattro’ all-wheel drive.

Upgraded internals are said to improve efficiency substantially. Both are induction/asynchronous motors, mated to a single-gear two-stage ratio planetary transmission.

In the 55 model, the dual-motor set-up delivers a combined 300kW of power and 664Nm of torque, for a healthy 0-100km/h sprint-time of 5.6 seconds, on the way to a 200km/h top speed.

That’s impressive, given the lightest Q8 e-tron 55 tips the scales from 2595kg. That said, the Audi’s power-to-weight ratio is an equally strong 116kg/tonne.

Other updates include more direct steering, stiffer front suspension and retuned chassis controls.

Suspension is a five-link arrangement all-around, with adaptive air suspension featuring an electronically controlled with continuously variable adaptive damping system.

According to Mercedes-Benz, the EQV has a driving range of 418km on the NEDC cycle, which is about 355km on the WLTP cycle, which is seen as more real world.

I covered 233km in the EQV and by the end of the week the vehicle’s trip computer was sayong I had used 239km of range, which is pretty close.

As an example of how this vehicle would be used, let’s say an airport transfer driver did six trips to and from the Melbourne CBD to the airport in a day (about 46km), that’s about 276km - which is well within the EQV’s range.

However, when you consider the diesel V-CLass has a range of more than 900km, you can see why some buyers might not want to take the risk.

It consumes 26.3kWh of energy, which was the same figure I achieved. 

The EQV has a CCS charging port.

The good news is that the lithium-ion battery pack size rises from 95kWh to 114kWh, and is accompanied by faster DC charging capability, due to a jump from 150kW to 170kW.

While far from the class best, this cuts down charging times by a considerable margin.

The claimed driving range is 454km, while average consumption is a disappointing 25.6kWh/100km. The Q8 e-tron’s trip computer during our run in it recorded a mid-to-high 20s readout, by the way.

Driving the EQV feels a bit like driving a bus. That’s because you’re essentially driving a bus.

There’s no getting around the EQV’s size and heft, especially in an urban driving setting. It’s massive and challenging to park, especially in inner city areas with small spaces. It also has a pretty sizable 12.9-metre turning circle.

It does also have excellent visibility thanks to a significant amount of glass around you.

After so many years of complaining about Mercedes’ steering wheel-mounted gear shifter, I think I have finally come around to it. Would I prefer it in the centre console? Yes, but I now think the stalk is actually a logical place for it.

A stalk is a less logical place to house cruise control buttons. They are much better on the steering wheel than a stalk hidden behind the wheel.

From take-off, the EQV doesn’t quite flaw you with its acceleration like some EVs can. It’s more leisurely, but far from slow.

The 0-100km/h dash is done in approximately 12 seconds but around town it is responsive enough. In fact, on a particularly hectic day rushing to and from appointments all over town, I was surprised how lively the EQV felt, despite feeling heavy on the road.

As expected, it’s quiet on the road, for the most part - a nice change from diesel engines found in its siblings. But I did notice some creaking noises when driving on less than perfect tarmac.

The steering is weighted on the heavier side and slow to respond but that’s fine for a vehicle like this. You don’t need point and shoot steering for a 3.0-tonne bus. The brakes are not super responsive and require a bit of weight in the foot.

The biggest issue is with the EQV’s ride. The firmly sprung suspension combined with the vehicle’s mass means that you feel, and hear, every single bump.

I understand it is a commercial vehicle platform but given its positioning, Benz could have done more to soften the ride and make it less crashy, especially over speed bumps, potholes and sections of roadwork.

The EQV bumps along the road after you’ve gone over a speed bump and takes a while to balance itself out. It’s this floaty, bouncy ride characteristic that makes all but the smoothest roads a bit of a chore.

For decades, Audi used the advertising tagline ‘Vorsprung durch Technik’ – which means Progress through Technology in its native German – to highlight how advanced its vehicles are.

So, how has the Q8 e-tron advanced over its predecessor?

Right from the get-go, there’s so much to dig about the electric Audi SUV, especially if you’re new to luxury EVs.

To start with, it’s as quiet as you’d expect, even by luxury brand standards. As the Audi accelerates, the sense of momentum is somewhat masked by how refined and civilised your progress is.

Watch that, though. You could get a speeding fine more easily than you expect!

Anyway, with 664Nm of torque coming on instantly, there’s certainly no shortage of it, backed up by enough muscle for effortless and instantaneous overtaking. This sort of motoring can become highly addictive.

Similarly, a low centre of gravity, combined with a beautifully modulated electric power steering and the quattro AWD set-up, provides pleasing agility combined with reassuring roadholding. Even when you’re pressing on, the Q8 e-tron corners and grip with confidence and control.

So far, so good. Especially considering the air suspension is further cushioning your sense of speed, with excellent bump absorption for an isolated ride.

That’s on the standard 20-inch alloys spec. Riding on the larger wheels, there is a bit more firmness, as well as some road-noise intrusion.

Plus, it doesn’t take long to realise the Q8 e-tron is a very heavy vehicle. Though undeniably quick and athletic, changing directions in a hurry means that the SUV can feel a bit unwieldy.

Throttle response at higher velocities can seem a little muted and, over certain crests and humps when travelling fast, there is a sense that the driver really needs to have their wits about them.

Best to take it a bit easier, then, and enjoy the serenity the Audi EV SUV delivers in more typical and restrained travelling scenarios.

There is so much that the Q8 e-tron brings, and driving it normally really does reveal a sophisticated, comfortable, dependable and high-quality grand-touring experience.

Push a bit harder, though, and some cracks show up.

Tested way back in 2019 but updated in September, 2023, the e-tron/Q8 e-tron range scored a maximum five-star ANCAP crash-test rating.

There is no shortage of safety equipment – with passive and active, driver-assist-heavy technologies designed to avoid an accident, with full surround-view cameras also providing an extra level of security.

Standard kit includes Audi’s 'Pre-Sense front' and 'Pre-Sense rear', offering AEB, cross-traffic alert and active lane-keep assistance tech, as well as adaptive cruise control with full stop/go, eight airbags (dual front as well as side and curtain airbags for all outboard occupants), hill-descent control, anti-lock brakes, electronic brake-force distribution, brake-assist, electronic stability control, traction control and tyre pressure monitors.

The AEB system can detect pedestrians and cyclists between 10km/h and 85km/h, and even at night, while for other motor vehicles that increases to 250km/h (an upper velocity more relevant for the coming SQ8 e-tron). The active lane warning operations is from 65-250km/h.

Both outboard rear seats feature ISOFIX child-seat latches, along with three top tethers for straps.

The EQV is covered by a five-year, unlimited-kilometre warranty for private buyers (that drops to five years/250,000km for commercial buyers), and an eight-year or 160,000km battery warranty. 

The servicing schedule is once a year or every 40,000km.

Benz offers the EQV with a choice of three servicing plans, covering three services ($1252), four ($1959), or five services ($2149).

It also comes with a one-year complimentary Chargefox subscription.

The warranty terms are a little better than the LDV Mifa 9 (five years/160,000km), but you get more kilometres (200,000km) for the battery warranty on the LDV.

Audi provides a five-year/unlimited kilometre warranty as well as six-years’ worth of free roadside assistance, which is nothing unusual these days, while the battery warranty is eight years or 160,000km.

The first six years of scheduled servicing is free, too. Intervals are every two years/30,000km (whichever comes first).

Plus, owners also receive six years of complimentary access to Chargefox’s network.