Audi Q4 E-Tron vs Mercedes-Benz X220

What's the difference?

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.

The X-Class Pure 4x2 is good, but that's its major problem, because three-pointed stars and their high price tags bring with them a justified expectation of being not just good - but great. If a second-generation X-Class needs to borrow some components again, we hope they're from the legendary G-Wagen next time. In fact,a platform share between X-Class and G-Wagen (like Ranger/Everest or Colorado/Trailblazer etc) would have much greater appeal.

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?

Benz has re-engineered the Navara's steel ladder-frame chassis for greater rigidity and topped it with a restyled body that's 85mm longer and 126mm wider with a new M-B interior. There are also new front suspension components and a new coil-spring multi-link live rear axle assembly with disc brakes, which result in track width increases of 82mm front and 75mm rear (compared to RX Navara 4x2).

These engineering changes, combined with revised springs, shocks, anti-sway bars and steering, result in sure-footed handling with sharp steering response, excellent ride quality and a feeling of solidity that are all X-Class strengths. However, they have also resulted in a hefty 236kg weight gain.

The X-Class Pure 4x2 rides on a 3150mm wheelbase with a 5340mm overall length, 1916mm width and 1839mm height. In comparison to Ford's Ranger, which is considered the 'bigfoot' of Aussie dual cabs, the X-Class is 70mm shorter in wheelbase and 22mm shorter overall, but 56mm wider, 24mm taller and lineball on turning circle at 12.8 metres. So, like the Ranger it's quite a large and imposing vehicle.

Critical rough road credentials include 222mm of ground clearance with 30 degree approach and 25 degree departure angles. Its wading depth of 600mm is better than Amarok (500mm) but considerably less than Ranger (800mm).

It's nice to see sizeable grab handles on the window pillars for front and rear passengers and the driving position is pretty good. However, the Pure's front seats lack sufficient lumbar support and the base cushion (at least the driver's) needs some rake adjustment, as it can feel like you're sliding off the front at times.

For such a sizable vehicle we're surprised by how cramped the rear seating is for taller adults in terms of length and height, with knees touching the front seat backrests and, thanks to the higher 'grandstand' style rear seating, heads touching the roof lining. The rearward location of the B pillar also makes for quite tight entry and exit for those long of limb and large of shoe.

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?

Deducting the 4x2 Pure's 2046kg kerb weight from its 3200kg GVM would normally equal a payload of 1154kg, but the official payload figure is 68kg under that at 1086kg, which is an extra safety margin should the payload (but not the GVM) be exceeded.

The Pure 4x2's braked towing capacity of up to 3200kg is less than the 4x4 models' 3500kg rating. Even so, its generous 6139kg GCM allows for a substantial 884kg payload while towing its heaviest trailer load, which is impressive.

The load tub is 1581mm long, 1560mm wide and 475mm deep, with 1215mm between the wheel arches ensuring it can carry an 1160mm-square standard Aussie pallet. As mentioned earlier, our test vehicle was equipped with the optional $490 rear window guard frame, which should not only be standard but also have tradie-friendly pivoting load retainers or 'book-ends' on each side for carrying long lengths of timber, PVC pipe, etc.

The test vehicle's adjustable load-securing rail system mounted near the top of the tub (as seen on Navara) works well for securing loads of matching height or more, but there also needs to be four tie-down points in each corner at floor level to secure lower loads as well. The absence of load retainers and floor level tie-down points are glaring omissions for such a work-focused vehicle.

With tradies in mind there's also a lack of cabin storage, limited to bottle holders and storage pockets in each front door, an overhead sunglasses holder and small glove box. The multimedia system's sizeable rotary controller and touch-pad occupy a big chunk of potential storage space in the centre console, which only offers a tiny front storage slot, single cup holder and small rear lidded box (and there's no box if you opt for the 1-DIN audio ports as fitted to our test vehicle).

Rear seat passengers get a bottle holder and smaller storage pocket in each door and the bench seat base pivots upwards to a vertical position if you want some extra internal cargo space. But there are no flexible storage pockets on the front seat backrests and no cupholders. This needs a re-think because you quickly run out of places to store things.

Our test vehicle is as basic as an X-Class can get - the X220d Pure 4x2 dual-cab with six-speed manual transmission for $46,400. It's effectively a 'Hi-Rider' in industry speak, even if M-B doesn't use that term.

Given its work-focused specification, with hose-out vinyl floor, 17-inch steel wheels with 255/65 R17 road-biased tyres and matching spare, plus black bumpers, door handles, hub caps, etc, with not a hint of bling anywhere (bar the shiny three-pointed star on the grille), pricing north of $46K (before on-road costs) is Pikes Peak steep compared to the competition.

For example, the Ford Ranger Hi-Rider 4x2 in base-level XL trim with 2.2-litre diesel and six-speed manual is only $36,390 and Toyota's HiLux Workmate 4x2 Hi-Rider with 2.4-litre diesel and six-speed auto is $39,490.

And keep in mind our test vehicle also has the $1300 'Plus Package' ('Parktronic' and adjustable load-securing rail system), optional 1-DIN audio access ports ($150) and rear window guard frame ($490), raising the price to $48,340. That's a lot of money for a new player to be asking at base level, regardless of how much its star may twinkle.

Even so, the X220d's standard equipment list does include useful stuff like front fog lamps, DRL and dusk-sensing head lights, cruise control, tyre pressure monitoring, rear view camera, four 12-volt sockets, load tub light, four-speaker audio system with big 7.0-inch screen, multiple connectivity including Bluetooth and steering wheel controls, plus benchmark safety.

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 X-Class shares the Navara's engines and transmissions, but Nissan's superb YS23DDTT 2.3 diesel with sequential twin turbocharging and 140kW/450Nm is reserved only for the X250d variants.

The entry-level X220d Pure 4x2 and 4x4 models (like the entry-level Navara RX) make do with the less powerful but still excellent single turbo version with variable vane technology, producing 120kW at 3750rpm and 403Nm of torque between 1500-2500rpm.

The RWD Pure's six-speed manual gearbox (backed by hill start assist) has a pretty low (4.685:1) first gear which is handy for getting big loads underway from standing starts, while the over-driven top gear allows economic engine rpm at highway speeds. There's no rear diff lock like the Ranger Hi-Rider.

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.

Mercedes Benz's official combined figure is 7.6L/100km and the instrument display was showing that figure at the end of our test, which covered more than 660km on different roads (sealed and unsealed) and with a variety of loads, including our usual GVM run.

By comparison, our figures calculated from trip meter and fuel bowser readings came in at 9.0L/100km. Any dual-cab ute, particularly one this size, which can deliver genuine single-digit fuel economy in 'real world' driving gets a big tick from us. Based on our figures, you could expect a realistic driving range of 850km-plus from its 80-litre tank, which is fuel efficiency with a capital E.

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.

It might be based on a Nissan Navara, but it doesn't drive like one. Even at 4x2 entry level, the X Class's excellent un-laden ride quality, sure-footed 'wide track' handling and steering feel/response are benchmark for the class, which is the minimum you'd expect from this brand.  Cabin noise is also low.

The single-turbo Nissan engine is a strong point. Despite the X-Class having a higher kerb weight, the Navara engine does not feel sluggish, with ample low and mid-range punch making it a spirited enough performer under light loads with more than enough torque for heavy load-hauling. The six-speed manual gearbox shifts sweetly and its ratios are well matched, keeping the engine in its maximum torque band on the highway with 2000rpm at 100km/h and 2300rpm at 110km/h.

To test the 3200kg GVM rating we forklifted 920kg into the load tub, which with a 100kg driver was  only about 60kg under its 1086kg payload ceiling. The rear coil springs compressed a full 80mm and the nose rose 21mm, resulting in the rather ungainly tail-down-nose-up 'praying mantis' stance similar to the coil-sprung Navara from which it is derived.

A look under the tail revealed the top of the rubber bump-stop cones just kissing the underside of the chassis rails. Once underway, though, there was none of the Navara's riding-on-rubber feeling, as the Merc's thicker rising-rate rear coils maintained a modicum of springing. However, the sloping tail felt less stable, with some noticeable suspension squirm in a straight line and wagging through some corners, particularly on unsealed roads.

Even so, its Nissan engine made light work of our 2.0km 13 per cent gradient set climb, proving its excellent load-lugging ability by climbing it so easily in third gear that we made a second successful ascent in fourth. Engine braking in second gear on the way down, though, could not restrain such a big payload on its own, requiring regular prods of the brake pedal to maintain the 60km/h limit.

Maximum five-star ANCAP rating and first dual-cab ute to bring AEB to this segment gets a rare perfect score from us. Passive safety includes driver and front passenger front, thorax, side curtain and driver's knee airbags, child restraint top tethers plus iSize and ISOFIX anchorages on outer rear seat positions.

Active safety also includes lane-keeping assist and vital ute features like brake-force distribution, trailer stability assist, hill start assist and tyre pressure monitoring.

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.

Warranty cover is three years/unlimited km with 24/7 roadside assist.

Service intervals are 12 months/20,000km, whichever occurs first. Under M-B's 'Service Care Promise' the first three scheduled services will cost between $585 and $930.