Audi e-tron (2019-2022) Review

This is the original Audi e-tron SUV, the car that later became known as the Q8 e-tron after Audi updated and renamed it. 

The original e-tron arrived at a time when premium electric SUVs were still relatively new. Audi’s angle was different from Tesla’s and different from Jaguar’s too. Rather than focusing on novelty or sporting appeal, Audi made the e-tron feel like an electric luxury SUV first and foremost.

That approach still stands out today. The e-tron is not the sportiest used EV you can buy and it is not the most efficient, but it remains one of the most civilised. The cabin is nothing short of a sensory delight, with beautiful, thoughtfully finished materials and a standard of assembly that feels like it could withstand a nuclear blast. Yes, the Audi’s various touchscreens could be easier to use, especially while driving, but there’s no denying the high-tech feel and the drama they add to the interior, on top of all that quality. The cabin also has lots of space and bags of creature comforts, making it feel even more like a luxury limousine on stilts.

There were several versions over time, but the two mainstream ones are the e-tron 50 quattro and e-tron 55 quattro. The 50 is the cheaper way in and is brisk enough, but the 55 is the more convincing all-rounder because it has the stronger range and performance. Later on there was also the much faster e-tron S, but that is more niche and less central to the car’s appeal.

The key thing to understand now is that the original e-tron is no longer a cutting-edge EV. You buy it because it feels classy, practical and quietly expensive in a way many newer EVs do not. As a used family SUV it can still be a very persuasive combination.

For most buyers, the sweet spot is the Audi e-tron 55 quattro in Technik trim.

The 55 is the version to target because it gives you the most convincing spread of abilities. It has the stronger battery, the better range and more effortless performance, which makes the whole car feel more in keeping with its luxury-SUV brief.

Technik is also the trim that makes the most sense. Even the entry-level e-tron came with air suspension, leather upholstery, heated front seats, a powered tailgate, cruise control and plenty of infotainment and safety kit. That means you do not need to chase pricier trims just to get a properly premium experience.

Sport and S line look tempting, and Vorsprung is lavish, but a well-chosen Technik or Sport will usually be the smarter used buy.

Used Audi e-tron prices now start from around £17,000 for older, higher-mileage 50 quattro cars. Tidier 55 quattro examples tend to sit from the low-£20,000s upwards, while the best late low-mileage cars and e-tron S versions can still push towards £35,000 and beyond.

That means the e-tron now looks much more attainable than it did when new, but it is still not a cheap car in every respect. You may buy one for the price of a mainstream family SUV, yet insurance, tyres and general running costs remain closer to a premium luxury car.

The trick is to buy on condition, battery history and specification rather than simply chasing the absolute cheapest example.

The Jaguar I-Pace is the obvious alternative if you want something more interesting to drive. It feels lower, sharper and more sporting, though it is not as plush inside.

The Mercedes-Benz EQC is closer in spirit, with a similarly comfort-led character, while the Tesla Model X is the left-field choice if maximum space and seven-seat flexibility matter more than cabin quality.

If you are happy to look at newer but less luxurious EVs, a Skoda Enyaq or Kia EV6 may give you better range and lower running costs. The Audi’s counter is that it still feels more expensive and more relaxing than most of them.

If you fancy a new Audi EV, then the ultimate successor to the e-tron is the Audi Q6 e-tron. 

The seats adjust electrically in all versions, helping you to fine-tune your favoured driving position, and the seats themselves are also very supportive. You get a decent view out in all directions and on all versions, there’s the added assurance of a reversing camera and parking sensors at either end. The Audi e-tron Vorsprung gets a 360-degree camera too. 

The Audi e tron also offers ISOFIX car seat mountings on the front passenger seat and the outer rear seats, so you can carry three children around should you be that fortunate.

The Audi e tron dimensions are 4.9m long and over 1.9m wide, which makes it bigger than some seven-seat SUVs despite only seating five. Even so, the e-tron can’t live with the Tesla Model X, which is considerably bigger and is available with a seven seat layout. 

Compare it with other electric SUV rivals such as the Jaguar I-Pace and Mercedes EQC, though, and things look a lot rosier. The front seats have plenty of space, as front seats usually do, but the rear of the cabin is roomier than in both its main rivals, with a shade more legroom and headroom. 

There’s enough shoulder space to fit three across the rear bench, too. Whoever’s in the middle pew will have to put up with a narrow seat with rather firm cushions, but there’s more foot space than in most cars thanks to a rear footwell that’s almost flat.

The Audi e-tron's 660-litre boot is roughly the same size as the Jag’s and bigger than the EQC, so most families will be content with the amount of cargo space they get. The rear seats also drop in a 40/20/40 configuration (more versatile than the Jag’s 60/40 split) allowing you to boost your cargo capacity, but the backrests lie at a slight angle, leaving you with a sloped load area. There’s an annoying lip that you have to lug heavy items over, too.

The Audi e-tron measures 4,901mm long, 2,192mm wide & 1,616mm high.

That makes it a substantial SUV, and you do notice the width more than anything else in tighter car parks. Even so, visibility is good and the e-tron never feels quite as cumbersome as its size suggests.

The Audi e-tron’s centre console has two screens. The 8.6-inch one on the bottom handles the air-conditioning system, while the top one - measuring 10.1-inches - takes care of pretty much everything else.

It all looks great and delivers a really high-tech feel to the cabin. And as touchscreens go, it’s pretty good. The graphics are really sharp and the responses are lightning quick, so you won’t be left waiting for the screen to catch up with your inputs. 

However, the sheer amount of functions to find your way through can be rather bamboozling. And like with any touchscreen, it’s more distracting to use than traditional knobs and buttons, because you have to concentrate so hard on hitting exactly the right part of the screen.

All the functionality you’d expect is covered, though, including navigation, DAB radio, Apple Carplay/Android Auto and wireless phone charging. There’s also a clever function that lets you precondition the car by turning on and setting the climate control through your smartphone before you even get in. 

Upgrade to the Audi e-tron Vorsprung model, and this functionality is extended: you can also switch on your heated seats and your window de-icers. The Vorsprung also gets cameras to replace the door mirrors.

You’d expect any Audi - even an electric one - to deliver cabin quality worthy of the four rings, and the e-tron doesn’t disappoint. Every surface is dense and lustrous, while even the panels tucked away in the lower reaches of the cabin are of a uniformly high quality. 

If anything, the way it’s all assembled is even more impressive: every panel fits together with pin-point precision. If you hear squeaks or rattles, it’s more likely that you’ve left a mouse and a snake in your glovebox, rather than your car being responsible.

The different versions have slight differences in interior styling and the nature of the - and amount of - leather on show. But essentially, all Audi e-trons feel like proper luxury cars. And importantly, they feel every bit as posh as the Mercedes EQC, which is also very impressive on this score, and considerably posher than the Jaguar I-Pace and Tesla Model X.

The two main versions are the e-tron 50 quattro and e-tron 55 quattro. The 50 uses the smaller battery and offers up to 190 miles of WLTP range, while the 55 is the one most buyers will want because it offers up to 252 miles.

The 50 produces 313PS and feels brisk enough for normal driving. The 55 raises that to a temporary boost output of 408PS, giving it the sort of effortless shove a big luxury EV should have. There i

Remember, too, that these are laboratory figures - and as such, are not ones you should be relying on in the real world. In perfect conditions, we reckon you can expect a maximum of around 200-220 miles from the 55, but if it’s cold or your journey involves lots of stopping and starting, then you’ll get a lot less - maybe 150 miles.

Switch the car from Comfort mode into a sportier setting, and things get noticeably firmer, so you’ll want to avoid this setting over battered urban streets. 

It’s the one you’ll want on fast, undulating B-roads, though, because it gives the car better control over its vertical movements and stops the body bobbing up and down. The handling is also pretty neat for a big, heavy car (well over two tonnes) with a tall SUV body. 

The standard four-wheel drive gives bags of grip and traction, while the tight body control ensures that direction changes aren’t too overly dramatic. However capable the Audi e-tron is in the corners, though, it’s still not as enjoyable as a Jaguar I-Pace, which feels more nimble and has sweeter steering.

Because electric motors are much quieter than those that run on petrol or diesel, most electric cars are considerably quieter than their combustion-engined counterparts. Even by these standards, though, the Audi e-tron takes things to another level. You hear barely a whistle from the motors, and despite having fat tyres, there's barely any road noise, either. 

Wind noise is also fabulously well contained, and that’s whether you have the regular door mirrors or the substitute cameras that you get on the Audi e tron Launch Edition and Vorsprung models. This really is a very quiet, serene way to get about.

The uninitiated might have questions over the crash safety of an electric car: How does a battery behave in an impact? Will it burst into flames? That sort of thing. 

Well, you can take solace from the fact that batteries are very stiff structures that are usually built into the chassis of the vehicle, so with many EVs crash safety is actually excellent. If you need proof, the e-tron’s five-star Euro NCAP rating should help provide it. 

All Audi e-trons come with automatic emergency braking and lane departure warning, on top of all the usual airbags and electronic aids to maximise traction and stability. The Launch Edition also comes with a cross traffic alert system (that prevents you pulling out into the path of traffic) and a semi-autonomous adaptive cruise control system.

Both the 50 and 55 support very fast DC charging for their era. Audi quoted charging to 80 per cent in well under an hour on a suitably powerful rapid charger, while a 7kW home wallbox takes roughly 10 hours for the 50 and around 14 hours for the 55.

That still makes overnight home charging easy enough, but public charging is where the e-tron now feels more middle-of-the-road than impressive.

The bigger issue is efficiency rather than raw charging speed. The e-tron is a heavy SUV, so real-world energy use can be higher than in newer rivals.

The original new-car warranty has expired on many early examples, so used buyers should think more about battery cover and Approved Used support.

Audi’s battery warranty covers degradation to 70 per cent for eight years or 100,000 miles, which remains important reassurance on a used EV. Approved Used Audis also come with a minimum of 12 months’ warranty and roadside assistance if bought through the official network.

Audi’s electric service plans state that fully electric e-tron models are serviced every two years, with inspection, brake fluid and pollen filter work included.

Whichever version of the e-tron you pick, it won’t be cheap to insure. Some sit in group 49 for insurance, but most sit in group 50, which is the priciest group there is. Still anyone wealthy enough to consider buying an e-tron has probably got enough cash to insure it, too.

The Audi e-tron pays the standard annual EV VED rate, currently £200.

The more important detail for used buyers is the Expensive Car Supplement. Because the e-tron was priced well above the relevant threshold when new, some newer used examples can still attract the additional annual charge while they remain within the qualifying years. For EVs, the threshold is now £50,000 and the supplement is £440 a year from years two to six of the cars life.