Audi Q4 E-Tron vs Rivian R1T

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.

Having finally experienced the Rivian R1T from the driver's seat I think this is a ute that would have plenty of appeal in the Australian market. Not as a competitor to a Toyota HiLux Workmate or similar working-class ute, but as an alternative to the likes of the HiLux Rogue, Ford Ranger Raptor or even the new Ranger Platinum.

This is a high-end, luxury ute that also happens to be electric, which only expands its appeal. It has seriously impressive performance and, while we didn't get to test them first-hand, strong off-road credentials. Add to that a premium look and feel to the cabin and loads of practicality and it's easy to see this finding an audience here.

The biggest question will be cost, because even at a direct price conversion (which isn't a clear reflection of shipping and local tariffs) the R1T will start well over $100,000. Even by today's standards of six-figure US utes like the Chevrolet Silverado 1500 and incoming Ford F-150, that will be a hard sell and could restrict its chances.

Which would be a shame because while Tesla has a clear head start in Australia, it's possible for Rivian to follow in its wheel tracks and have plenty of mainstream success.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

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?

There's a lot to say about the design of the R1T. Unlike Tesla, which has gone radical in the design of its Cybertruck, Rivian clearly made a decision not to be too polarising but also leverage the advantages of electrification. The result is a ute that stands out even amid the glut of pick-ups on American roads.

Rivian also opted not to compete directly with the massively popular Ford F-150, Ram 1500 and Chevrolet Silverado in the US, instead sizing the R1T in what's considered the 'compact pick-up' market in the US. That makes it pretty much on par with the likes of the Ford Ranger and Toyota HiLux that we flock to in Australia. The R1T measures 5514mm long, 2077mm wide and 1986mm tall, which compares to 5446mm, 1852mm and 1977mm for the Ranger dual-cab.

Inside, like so many modern cars (and not just EVs), Rivian has opted for a minimalist design aesthetic, running almost every function through the central multimedia touchscreen, with only two physical buttons in the entire cabin, a pair of dials/buttons on the steering wheel and a pair of stalks behind the wheel (left for the indicators and right for the gear selector).

There isn't even a button to alter the power adjustable steering column, instead steering wheel position and mirrors are controlled via the touchscreen and the dials on the wheel. You have to select what function you want and that activates the wheel switches, allowing you to adjust for both reach and height.

It's arguably an unnecessarily complex system for something that should be simple, but for owners that can most likely do it once and then save their preferred position it's ultimately not a big deal; still, would one small button set on the steering column have been that complicated?

As you should expect for the price, the R1T quad-motor has a premium look and feel to its interior. The synthetic leather and dark ash wood make for a luxury car feeling, feeding to that simplistic but very hi-tech and polished design aesthetic.

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?

This is one of the areas that Rivian has excelled at and it makes the R1T a real standout in its class. Because it's a bespoke design there are a number of clever practical features around the cabin.

Starting with the Bluetooth speaker that slides out of the centre console. So you can play your music through the car's speakers or, when you leave the car, take your tunes with you. The sound system is another in-house Rivian set-up, like the multimedia, with the company splitting with original partner, audio specialist, Meridian.

Other clever interior touches include the charging pad (complete with tiny Rivian logo pattern), a sizable centre console box and a torch recessed in the door. There are also a power outlets in the cabin, rather than just USB ports, so you can charge your electronics on the move.

Rivian has also developed a 'Pet Mode' for the cabin, which the company claims allows owners to safely leave their pets in the car. The system allows the air-conditioning to keep running, even while the ignition is off, so your pet doesn't get overheated or freeze, and the media screen displays a message saying that your pet is okay (so no good Samaritan smashes your window to save your animal friend).

The R1T's other major party trick is the 'cargo tunnel' that runs the width of the car, taking advantage of the empty space between the cabin and the tray. This is a unique feature for the R1T, allowing for an extra 331 litres of lockable storage, which can be accessed on both sides or through the cabin via the rear seats.

Rivian even showed off a 'Camp Kitchen' that could slide in and out of the tunnel. This elaborate accessory was designed to make camping easier, featuring an induction cooktop, sink and crockery, but it has since been removed from the company's website as it is reportedly redesigned. Hopefully it's available again by the time the R1T makes it to Australia.

This would work in tandem with the 'Camp Mode' function that lets the ute self-level its suspension so the body is flat on uneven ground and turns off the exterior lights and sounds not to distract others, while still allowing you to use the power outlets in the tray and cargo tunnel.

As for the space in the cabin, it's good in the front and rear. With a 3449mm wheelbase there's generous room for the rear occupants that allows for two adults to sit in comfort, and Rivian claims it's wide enough for three child seats.

As for storage, in addition to the cargo tunnel, there's under bonnet storage measuring 314 litres, so there's plenty of out-of-sight space despite it being a ute.

The tray measures quite square, at 1374mm long and 1297mm wide, but Rivian has designed the tailgate to sit flush with the tray bed, which can extend the usable length to 2131mm.

The tray itself has several handy features. These include multiple power outlets and an air-compressor, so you can add extra pressure to your tyres if you let them down to go off-roading or pump up camping equipment.

Underneath the tray is the housing to keep the spare tyre on the off-road package, but as a spare isn't available on all models as standard, it can be used as storage for wet or dirty items because it's washable and has a drainage hole.

As many of these new car companies have found, including Tesla with its long-gestation periods for the Model 3, Model Y and now Cybertruck, mass-producing motor vehicles isn't an easy task. So, to simplify things and help get its business up and running, Rivian has focused on a single R1T variant for the US market initially.

This is the range-topping quad-motor R1T, with four electric motors (two per axle), which is priced from US$89,000 (approx. A$139,000)

That should give you an idea of where Rivian has positioned the R1T in the US market. This isn't a 'working-class ute'. This is one of the new breed of lifestyle vehicles that have become increasingly popular in the US and Australia.

Rivian has plans for a more affordable dual-motor (one per axle) model, which will start at US$73,000 (approx. A$114,000), and be able to be upgraded with a 'Performance' motor package for US$5000 or the choice of a 'Large' battery for US$6000 (approx. A$9000) or the 'Max' battery for US$16,000 (approx. A$25,000). We'll explain the technical difference between those motors and batteries below.

As for standard equipment, the R1T comes with a 21-inch alloy wheel and 'road' tyre, a built-in air-compressor, 'Gear Guard' security cable (again, we'll explain in-depth later), synthetic leather trim, dark ash wood inlays, heated and ventilated seats and a heated steering wheel.

Notably absent is Apple CarPlay and Android Auto, with Rivian preferring its own bespoke Google-powered system.

There is an 'All-Terrain' package available, too, which swaps out 20-inch alloys with all-terrain tyres, underbody protection and a full-size spare, that's stored under the tray.

Rivian also offers a variety of accessories including MaxTrax recovery boards, first aid kits for humans and pets and an off-road recovery kit that includes straps, hitch link and gloves.

The company has also partnered with Yakima, an American company that specialises in adventure accessories, to offer a roof-mounted tent for the R1S (but doesn't currently offer it on the R1T configurator).

And if that's not enough accessories for you, Rivian sells a huge array of branded merchandise via its website, including shirts, hats, chargers, bike mounts, drink bottles and even pet gear.

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.

There are three main powertrain options for the R1T - Dual-Motor AWD, Performance Dual-Motor AWD and Quad-Motor AWD.

Even as the entry-level model the Dual-Motor AWD makes 397kW/827Nm and can sprint from 0-60mph (96km/h) in just 4.5 seconds.

The Performance Dual-Motor AWD steps things up to 495kW/1123Nm and a sprint time of 3.5 seconds, while the Quad-Motor makes a very potent 622kW/1231Nm and takes just 3.0 seconds to run 0-60mph.

The Quad-Motor we tested comes standard with eight 'Drive Modes' that adjust the ride height, suspension stiffness, brake regeneration, stability control and torque distribution. The eight modes are - 'Sport', 'Off-Road Drift', 'All Purpose', 'Off-Road Auto', 'Off-Road Rock Crawl', 'Off-Road Rally', 'Conserve' and 'Towing'.

The ability to change torque distribution is the key function, as it allows for a wide variety of driving characteristics. For example, in Sport and Off-Road Drift it can send the majority of the power to just the rear wheels, allowing the R1T to perform like a rear-wheel drive vehicle. While in the Conserve setting it can send power only to the front motors to save energy. Or in the Rock Crawl setting it can send power to individual motors to help climb over obstacles.

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 range of the R1T depends on how much you're willing to spend. The standard battery provides 435km for the Dual-Motor AWD but if you pay for the Large battery that extends to 560km while the Max battery buys you a range up to 640km.

The Performance Dual-Motor comes standard with the Large battery, so it has a range of 560km with the option of 640km with the Max battery.

The Quad-Motor comes equipped with the Large battery as standard and has a 530km range, but it isn't available with the Max battery.

Rivian claims the R1T has a 220kW max charging rate on a DC fast charger. The company is rolling out its own network of charging stations in the US but crucially it also recently signed a deal with Tesla. 

A new 'Magic adapter' is now available so Rivian owners can access Tesla's network of more than 12,000 chargers in the US. Hopefully that deal carries across to the Australian market when Rivian arrives here.

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.

Like all EVs the R1T manages to combine rapid performance with a whisper-quiet powertrain, but what stands out is how refined the Rivian feels. For a car company's first effort the level of isolation you feel from the outside world is impressive. It doesn't have any of the squeaks, rattles and mechanical groans that plagued some other start-up EV car companies in their early days.

Instead, the R1T feels like a very complete and well resolved package. Like many modern EVs, starting it up is as simple as climbing into the driver's seat, with a sensor immediately preparing the car for you to head on your way without needing to press a 'start/stop' button.

Tap the gear selector stalk down for 'Drive' and you immediately experience the immense torque from Rivian's quad-motor powertrain. Even at suburban speeds you get a sense of the power that lurks beneath the surface of this ute.

Once we found a safe spot to unleash the full potential of the four motors they did not disappoint. It has the kind of sickening acceleration that we've come to expect from electric vehicles, with Rivian's 0-60mph (0-96km/h) claim of just 3.0 seconds feeling completely legitimate.

The regenerative braking is extremely powerful, and that's a pro and a con. That's because there are only two modes - standard and strong - but even in the lower setting there's powerful retardation as soon as you release the accelerator. This is very much an EV that can be driven on one pedal, which is fine, but it does take some getting used to.

A number of carmakers have begun offering much lower levels of regen braking, which allow you to drive more like a conventional internal combustion engine vehicle by using both the accelerator and the brake pedal, so perhaps a lower setting is something Rivian will have to consider in the future.

It also doesn't help that adjusting the regen braking is another function that requires you to dive back into the touchscreen menu, rather than using steering wheel-mounted paddles like other EVs have adopted.

The ride felt quite firm on the streets of Los Angeles, but that's not entirely surprising for what is a very heavy vehicle (it tips that scales at just over 3250kg) that's riding on 21-inch alloy wheels. However, given air suspension is standard across the range, it feels like it could be tweaked to make for a more compliant ride, especially on Australia's choppy roads.

The standard air suspension also allows for a variety of ride heights for improved off-road performance, with R1T able to adapt from as low as 241mm in 'Sport' mode all the way up to 378mm in its 'rock crawl' setting.

The R1T comes fitted with the usual array of airbags and passive safety systems, but Rivian founder Scaringe spent years working on autonomous vehicles as he built up his company so there's an array of active safety features that make the ute semi-autonomous.

Rivian calls this system 'Driver+' and it features all the now-normal active safety items like autonomous emergency braking, adaptive cruise control, lane change assist, lane keeping assist and blind-spot warning. The combination of these systems allows for some mild autonomous functions under the right circumstances.

Another interesting safety feature is called the 'Gear Guard' system. It's a complex system that includes a camera array, an external warning system and a physical cable in the tray.

Rivian calls it a 'family' of technologies but in simple terms it uses five of the pick-up's 11 cameras to monitor the surrounding area and sound an alarm if people are getting too close. If it sets off the alarm, the car will also send you a text message alert so you can check what's happening.

It also includes the Gear Guard cable, which is a braided steel cable with a nylon cover that you can thread through anything - such as a bike or other sporting equipment - and then lock into a connection built into the tray. Again, it uses the cameras to record anyone getting too close so you know who's tried to pinch your stuff.

The system also includes a cute monster mascot that pops up on the media screen to let people know they are being recorded. Plus it gives Rivian something to put on t-shirts to sell on their website.

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.

In the US Rivian offers a five-year/60,000-mile (approx. 96,000km) warranty for the quad-motor models and a four-year/50,000-mile (approx. 80,000km) warranty for the rest of the range. But the battery and drivetrains are covered for up to eight years.