Toyota Land Cruiser vs Audi Q4 E-Tron

What's the difference?

The i-Force Max hybrid set-up is aimed at improving performance rather than fuel efficiency, but its effectiveness in that respect is hard to fathom.

Increases in power and torque are welcome, of course, but the 3.3-litre twin-turbo V6 diesel Cruiser is just as good as the hybrid off-road and with a bigger fuel tank and greater driving range.

The hybrid LandCruiser will certainly appeal to some buyers, but the lion’s share of those interested in the 300 Series are looking to tow big loads and go long distances in comfort, which is why the diesel Cruiser at this stage is the better pick of the two powertrains.

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.

Nothing of note has changed onboard the Cruiser and the GR Sport variants are all the same, inside and out, no matter which powertrain you opt for.

And that’s fine because this is a good-looking rooster.

The GR Sport is listed as 4995mm long (with a 2850mm wheelbase), 1990mm wide and 1955mm high. It has a kerb weight of 2620kg.

This 300 Series looks much the same as it did at launch in 2021: big, chunky, imposing – like me if I was wearing high heels.

As a point of difference to other Cruisers, though, all GR Sports have variant-specific badging on the grille, front doors and rear tailgate.

Inside, it’s pretty much the same story which is borne out in how comfortable and practical it remains.

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?

The LandCruiser’s cabin is a functional and comfortable space, and – no matter the spec level – it always has a sense of familiarity about it.

All seats in the GR Sport are leather-accented and comfortable and there are soft-touch surfaces throughout the interior.

The driver gets a heated and power-adjustable steering wheel and both occupants up front cop ventilated and heated, power-adjustable seats (with memory functions for the driver).

The GR Sport’s 12.3-inch colour touchscreen is easy to use, with wired Apple CarPlay and Android Auto, and there’s a wireless charging pad near the shifter.

Physical buttons and dials make operational life in the Cruiser much easier than if all functions were adjusted via on-screen controls, as is the case in some new vehicles.

There are USB and USB-C charging points up front.

There’s a cool box in the centre console and its lid can be opened from either side, so driver or passenger can access whatever is chilling within.

There’s also a powered sunroof if you’re that way inclined.

Beyond those features, there are the usual storage spaces, cupholders, receptacles in the doors for bigger bottles and other spaces for your bits and pieces.

The second-row seats are in a 40/20/40 split-folding configuration.

The GR Sport’s cargo space, when all five seats are in use, is a listed 910 litres behind the second row, somewhat impacted by the underfloor presence of the hybrid battery. That cargo area grows to 1842 litres when the second row is stowed away.

The rear cargo area of the hybrid has a 200V/1500W inverter, four tie-down points and of course, there's a full-size spare.

All in all, the Cruiser has the goods when it comes to practicality.

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 big news here is the i-Force Max hybrid powertrain consisting of a 3.5-litre twin-turbo V6 petrol engine, an electric motor and a 10-speed automatic transmission.

Toyota reckons the “purpose‑built 1‑Motor Hybrid system” is designed for towing, off‑roading and heavy‑duty performance and that the additional electric motor “enhances power and responsiveness (compared with an equivalent diesel-only model), working seamlessly alongside the internal combustion engine”.

In general driving, it’s difficult, nigh on impossible, to discern the positive impact, if any, of the i-Force Max. But the 3.5-litre twin-turbo V6 petrol engine alone is impressive.

There’s no denying this Cruiser now benefits from a substantial increase in power (up 114kW to 341kW combined peak output) and torque (up 90Nm to 790Nm combined peak output) over the diesel Cruiser.

The Dakar Rally-inspired LC300 GR Sport’s 10-speed torque converter auto cleverly handles open-road driving and high- and low-range 4WDing, micro-managing power and torque to maintain a level-headed but involved driving experience.

The GR Sport has full-time, dual-range 4WD, a well-calibrated off-road traction control system, as well as front, rear and centre diff locks, so it’s almost unstoppable.

In this realm, the Cruiser holds its own against the likes of Nissan Patrol Warrior and Land Rover Defender.

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.

Official fuel consumption is 10.0L/100km on a combined (urban/extra-urban) cycle.

Our fuel consumption on this test was 13.6L/100km, which is substantially more than the claimed figure, but testing did, of course, include high- and low-range 4WDing.

This hybrid Cruiser has a 98-litre fuel tank (the diesel holds 110 litres) so, going by those fuel figures, you could reasonably expect a driving range of about 720km out of a full 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.

Steering, now electric, is light but precise and this 4WD wagon feels highly manoeuvrable; with a turning circle of 11.8m it's quite nimble.

The new hybrid set-up is aimed at performance rather than fuel efficiency and as before the Cruiser remains a comfortable open-road cruiser, smoothly tapping into oodles of power and torque when required, all managed smoothly through the 10-speed auto.

This Cruiser’s on-road ride and handling are composed but it is soft rather than dynamic. Its suspension – double wishbone, independent at the front and live axle and multi-links at the rear with coils all-around – soaks up most irregularities in any road surface.

Its ventilated disc brakes front and rear brought the big Cruiser to a controlled stop during our emergency-braking scenarios on test.

When it comes to off-roading, this LandCruiser benefits from handy 4WD gear some other Cruiser grades miss out on, namely Toyota’s swaybar-disconnect equivalent E-KDSS (electronic-Kinetic Dynamic Suspension System), front and rear differential locks, and adaptive variable suspension.

The E-KDSS set-up acts like an electronic active swaybar, adjusting tension on the front and rear sway bars to suit the terrain and driving conditions.

While it’s a high-value addition on-road – tightening them for better body control at higher speeds on sealed surfaces – it gives the vehicle a lot more flexibility in terms of wheel articulation off-road, offering full stretch on the axles when tackling off-road scenarios.

This hybrid 300 Series tackled all obstacles at our unofficial testing and proving ground without any strife; its top-tier power and torque levels are consistently delivered across a broad rev range and that 10-speed auto is never caught out, scrambling through ratios to find the sweet spot.

High- and low-range gearing are solid in the 300 Series, and the suite of driver assist tech, aimed at making off-road driving easier and safer, is comprehensive: the traction control system has been further fine-tuned over previous versions, and is now even more precise in application.

The 300’s multi-terrain select system gives you the option of cycling through driving modes – for example, Sand, Snow, Mud, Rocks and Dirt – to suit the terrain. When engaged, the modes adjust vehicle systems, throttle, engine output etc to best suit the conditions, driving style and terrain.

Off-road measurements and angles are on point for a large 4WD wagon. Ground clearance is 245mm, wading depth is 700mm, and approach, ramp-over and departure angles are 32, 25 and 25 degrees, respectively.

Besides that, whether it’s being able to access 790Nm of useable torque across a broad rev range, or relying on the LC300’s well-calibrated traction control, or if you are engaging front, rear and centre diff locks, this Cruiser is an almost unstoppable off-roader in the right hands.

Even without the diff locks engaged, this 300 conquers every obstacle you drive it at, through and over.

If you plan to use this 4WD wagon for anything more difficult than dry-track 4WDing in good weather then get more aggressive all-terrain tyres to replace the standard Bridgestone Dueler all-terrains (265/65 R18).

The GR Sport’s full-size spare is mounted to the underbody but it doesn’t impact running clearance.

The 300 Series can legally tow 750kg unbraked, and 3500kg braked.

Here, the Cruiser remains true to its old-school spirit – albeit with a tech edge – in the same way the Nissan Patrol Warrior does, while something like the Land Rover Defender is more spaceship than scrub explorer.

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 hybrid Cruiser is covered by Toyota’s five year/unlimited km warranty.

Servicing is scheduled for every 12 months or 20,000km (whichever occurs soonest) and costs are, at time of writing, $450 per appointment for the first five years or 100,000km (whichever occurs first).

Toyota Australia has more than 300 authorised service centres around the country.

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.