2021 Audi RS Q8 vs 2023 Audi SQ8

What's the difference?

The Audi RS Q8 is every bit as competent as it is striking to look at - and it’s plenty striking to look at. It surely won’t appeal to everyone, but if you’re in the market for a big, boisterous SUV, the Audi ticks plenty of boxes. 

And if you happen to be in the market for a Lamborghini Urus, be sure to drive this before signing on the dotted line...

There are two ways of looking at the MY23 Audi SQ8 TFSI.

Firstly, by losing the V8 diesel engine of its TDI predecessor for a V8 twin-turbo petrol alternative, the latest version sacrifices impressive fuel economy for not too much extra performance.

However, while the subsequent thirst is far from welcome, the improved refinement and more athletic handling accompanying the 130kg lighter front end are definite benefits, especially as most rivals are petrol-powered anyway.

On balance, then, the switch to TFSI brings the SQ8 perilously close to the flagship RS Q8 performance-wise since it offers much the same powertrain, yet saves a whopping $50K in the bargain.

Given that most buyers of sports luxury SUV coupes would probably prioritise design, refinement and dynamics above saving fuel, the MY23 SQ8 TFSI is a definite step in the right direction. And it's fun to boot.

It looks plenty striking, the RS Q8, especially dressed in the bright green paint work of that harks to its Lamborghini sibling.

There are the massive black-on silver alloys, the bright red brake calipers the size of dinner plates, and the body creases that bulge out over the rear arches like a 1950s’ pin-up model. All of which looks great.

Step around to the rear of the vehicle and you’re greeted with twin exhaust exits bookending a massive textured diffuser, a single light LED that splits the multi-globe LEDS, and the slick roof spoiler.

It’s the front-on view, though, that’s the most imposing, with a black meshed grille that looks as big as a hatchback, two LED-filled slimline headlights and massive side venting.

Climb into the cabin and you’re met by a wall of leather and technology, not to mention a sense of immense space.

Everything is digital and touch activated, of course, and yet it doesn’t feel garish and overdone.

There is something quintessentially Audi about the Q8's edgy design in general and the sophisticated SQ8's in particular.

A good-looking face, great proportions, restrained detailing and a pretty posterior make this arguably the prettiest out of all the MLB Evo SUVs, Cayenne and Urus included.

Interestingly, despite heading into its fifth year in production, the Q8's styling seems more aligned with the newer e-tron models, meaning it still feels fresh and relevant.

That it happens to be the first production model under the charge of Audi's head of design (Marc Lichte) has helped the series' slow ageing process.

For the record, along with not offering seven seats, the SQ8 lined up against the SQ7 is 61mm shorter at 5006mm, 25mm wider at 1995mm and a substantial 85mm lower at 1699mm, with no body panels in common whatsoever.

The interiors, on the other hand, share plenty.

Very damn practical, actually. Which is no great surprise, given the size of the thing, but still impressive when you consider the performance it can conjure. 

It stretches more than 5.0m in length, and those dimensions translate to an absolutely massive cabin, which is actually most noticeable in the backseat, which is gigantic. You can essentially park an Audi A1 back there, such is the space on offer, but you’ll also find two USB ports, a 12-volt power outlet, digital air-con controls and leather as far as the eye can see.

There are two cupholders up front, another two in the pull down divider in the rear, and bottle holders in all doors, as well as ISOFIX attachment points for child seats. 

Storage? Well, there’s lots… The backseat slides forwards or backwards to prioritise space for either passengers or cargo, unlocking 605 litres of luggage room, but with them folded flat, the RS Q8 will deliver 1755L of space. Which is a lot.

Sure, the Audi is visually imposing, but it feels neither too large nor too small once inside the very on-brand cabin, with ample space for four to stretch out and take in the opulent surroundings (or if strictly necessary a fifth person perched up high in the middle of the back seat).

Yes, it's called an SUV coupe, but room isn't an issue, vision is adequate despite the lower roofline compared to an SQ7, and fundamentals like finding the right driving position, ventilation, storage and entry/egress are spot-on. That tall, wide centre console adds a solidity to the Audi's interior as well. Lovely stuff.

Being an SQ8, the accent is on sports luxury, so the front seats are bracing yet inviting, ahead of a dashboard offering three distinct areas of electronic screens – one ahead of the driver and a pair sited in the upper and lower console areas. Contemporary yet classy, it's just like you'd find in the A8 limousine.

Like the latter, it looks, feels and smells expensive inside, backed up by a lot of real estate devoted to black screens with bright, crisp displays once activated, brushed metallic contrasts, supple animal hides and high-quality plastics. You'll need a few moments to learn how to operate the haptic touchscreens, but their controls follow logic and convention.

The test car we spent most time in boasted the $13,900 Sensory package, that ushered in suede-like material, plusher leathers and seats that massaged, as well as a truly bombastic audio upgrade, amongst other luxuries. Equipped as such, it upped the SQ8's asking price beyond $180K, but also made it really difficult to fault the Audi's lush presentation.

That rear is fine for most taller passengers, with cosseting outboard seats offering comfort and convenience. There's a bit of road noise intrusion coming in over Australia's coarse bitumen, but refinement levels remain within expectations of a luxury performance SUV.

Finally, the boot area is actually fairly reasonable too, with 605 litres on offer, or 1755L with the 40/20/40 rear backrests folded. The fit and finish remains at a lofty level too.

Practical, plush and posh. Thy name is SQ8.

Reasonable price? Allow us to explain.

Made in Slovakia, the SQ8 TFSI kicks off from $168,800 (all prices are before on-road costs). And that's not even the flagship, as the RS Q8 TFSI from $220,600 clearly proves.

Now, the latter is nearly $52,000 more expensive ­– for a grade that's not much quicker unless you spend another $20K on Ceramic Brakes. Using a version of the same 4.0-litre twin-turbo V8 that makes an extra 68kW of power and 30Nm of torque, it's only 0.3 second faster to 100km/h from standstill (at 3.8s).

Buying the fancy brakes, though, ups the top speed from an SQ8-matching 250km/h to 305km/h. That beats the Bentley Bentayga and Porsche Cayenne that share the same Volkswagen Group MLB Evo architecture as the Audi, and is not far off the fastest versions of the related Lamborghini Urus.

Still, you'd really need to want that RS badge to justify the differences. Advantage, SQ8 TFSI.

Keep in mind, too, that against the old TDI version with its 320kW/900Nm 4.0-litre V8 twin-turbo diesel, the new TFSI petrol is a useful 0.7s faster to 100km/h at 4.1s – though, as we shall see, it drinks a whole one-third more fuel.

But, then, so do the SQ8 TFSI's direct rivals, starting with the 390kW/750Nm X6 M50i Pure from ‘just' $155,900, or $170,900 if you want your US-built BMW to match the Audi's rear-wheel steering, active roll bars, soft-close doors, metallic paint, uprated sound system, four-zone climate control and more.

Meanwhile, there's the 320kW/520Nm Mercedes-Benz GLE 53 AMG 4Matic+ also from the United States, but it's slightly more expensive and considerably slower due to its 3.0-litre six-cylinder turbo engine, while the 450kW/850Nm GLE 63AMG 4Matic+ range-topper starts from nearly $245,000 and is more of an RS Q8 rival (that it equals in acceleration) anyhow. The same applies to the fresh Range Rover Sport P530 too, while the rapid Cayenne Turbo starts from over $100K more.

About the only foe that undercuts the SQ8 while managing to eclipse its formidable performance is the 286km/h and four-second-flat-to-100 Jaguar F-Pace SVR, from $149,900. That seems to be the premium fast SUV bargain of the moment. One for the beleaguered Brits.

On the equipment front, the SQ8 TFSI mirrors its $4700-cheaper SQ7 TFSI sibling with safety gear such as the Audi pre-sense front and pre-sense rear systems, autonomous emergency braking (AEB), cross-traffic alert and active lane-keep assistance.

Other standard items include adaptable air suspension, four-wheel steering, Matrix LED headlights, surround-view cameras, adaptive cruise control with full stop/go, eight airbags, leather trim, electrically adjustable sports front seats with heating and driver's side memory, four-zone climate control, panoramic sunroof, ambient lighting, rear privacy glass, soft-close doors, a powered tailgate with gesture control, heated/folding heated exterior mirrors with memory function, metallic paint, a sports steering wheel with paddle shifts and 22-inch alloy wheels. A space-saver spare wheel is also part of the deal.

On the multimedia front there's 12.3-inch digital instrumentation, satellite navigation, Audi Connect Plus emergency assistance, DAB+ digital radio, Bang & Olufsen audio with 19 speakers, wireless Apple CarPlay and Android Auto, and Bluetooth telephony.

You'll still need to peruse the options list for leather/leather-like dash inserts, suede-like headlining trim, front-seat ventilation, rear-seat heating and a premium audio upgrade, though Audi helpfully includes these in a Sensory package costing $13,300, while the Dynamic Package, bringing a sport differential and electromechanical active roll bar, will set buyers back $10,900. Ceramic brakes are another $19,500.

Overall, just like the SQ7 equivalent, the SQ8 TFSI isn't too bad on the value front.

The Audi RS Q8’s 4.0-litre twin-turbo V8 produces a monstrous 441kW and 800Nm, sent to all four wheels via an eight-speed triptronic automatic.

At more than two tonnes, it’s a lot of car, but that’s also a lot of power, and so the go-fast SUV can produce a cracking sprint to 100km/h of just 3.8 seconds. 

The RS Q8 is also equipped with a 48-volt mild hybrid system that is ostensibly designed to lower fuel use, but is actually more useful at plugging any turbo holes when you really plant your foot.

Like the Audi SQ7, the MY23 SQ8 turfs out the old 320kW/900Nm 3956cc 4.0-litre V8 twin-turbo diesel TDI, for a 3996cc 4.0-litre twin-turbo petrol TFSI unit.

It delivers 373kW at 5500rpm and 770Nm between 2000rpm and 4000rpm, resulting in palpably stronger performance: the TFSI can accelerate to 100km/h from standstill in 4.1 seconds (down from 4.8s in the TDI), though its artificially-restricted V-max of 250km/h remains the same.

Plus, with an impressive 130kg less weight to lug around, this 2480kg (tare) SUV's power-to-weight ratio is a heady 150kW/tonne.

Permanent all-wheel drive with self-locking centre differential is included, directing torque to both axles via an eight-speed torque-converter automatic, with paddle shifters. It also includes the Audi drive select system with seven modes: Comfort, Auto, Dynamic, Efficiency, Allroad, Offroad and Individual.

Other relevant tech info here includes a five-link front and rear adaptive air suspension system and variable ratio rack and pinion steering.

Lastly, four-wheel steering is standard equipment, providing as much as five degrees of opposite rear-wheel steer under 60km/h, or similar amounts in the same direction over 60km/h.

If you fork out another $10,900 for the Dynamic package you'll score Audi's quattro sport differential as well as an electromechanical active roll bar system. Both are said to improve handling and roadholding.

As with the SQ7, the SQ8 TFSI offers 3500kg braked and 750kg unbraked towing capacity.

For every action there is an equal and opposite reaction, right? Well the reaction to all that power is a whole lot of fuel use. 

Audi reckons the RS Q8 will sip 12.1L per 100km on the combined cycle, but we suspect that’s wishful thinking. It will also reportedly emit between around 276g/km of C02.

The big SUV is fitted with a huge 85-litre tank.

The SQ8's official combined average consumption figure is 12.1L/100km, 17.6 in urban driving conditions and a more reasonable 9.6 in the extra-urban run – the latter aided by cylinder-on-demand tech, that shuts down half the bank when the SQ7 is being driven off-throttle or coasting along. That's where most of our driving occured.

The corresponding carbon dioxide emissions rating average is 279 grams per kilometre.

The old TDI, meanwhile, returned a combined 7.8L/100km, 208g/km CO2 rating and an average range of 1090km. With the same 85-litre tank, the new TFSI barely averages 700km before needing to refill with 95 RON premium unleaded petrol.

How do you describe the drive experience of the RS Q8? Utterly, utterly surprising.

I’ll give you an example. You approach the hulking SUV, check out its massive alloys wrapped in performance rubber, and you know - just know - that it will ride like a broken billycart on anything but the most silky smooth of road surfaces. 

And yet, it doesn’t. Aided by its clever air suspension (which drops the ride height by 90mm when switching between Off-Road and Dynamic modes), the RS Q8 positively glides ever dodgy road surfaces, stifling lumps and bumps with surprising aplomb. 

So then you think, ok, we’re set up for compliance, so this big behemoth will go around corners with all the dynamism of a spilled bowl of cereal. 

But again, it doesn’t. In fact, the Audi RS Q8 attacks corners with incredible stiffness, the active anti-roll systems weaving their dark magic to keep the towering SUV straight and true, and with barely a hint of body roll.

The grip is ferocious (we’re yet to find its outer limits) and even the steering feels more direct and communicative than in other smaller, ostensibly sportier Audis. 

The result is a tech-heavy spaceship that’s surprisingly easy at slow speeds, and quiet too, even over rough roads. But one that can also activate warp speed at will, leaving smaller cars in its considerable wake on the right stretch of road. 

Downsides? It’s not quite willing to pounce off the line. Sure, it makes up for it in the long haul, but there is a noticeable moment of hesitation, almost as though it’s contemplating its considerably weight, before it finally lunges forward. 

It’s also so competent, so efficient, that it can leave you feeling a little detached from behind the wheel, or like the Audi is doing the heavy lifting for you. 

More so than the SQ7 TFSI, the SQ8 TFSI proved to be a fun and immersive driving experience.

Audi points to the 130kg-lighter front end that ditching diesel for petrol brings, but we reckon it's because both our test vehicles were fitted with the $10,900 Dynamic package that bundles active roll bars and the quattro sport differential.

Tellingly, the SQ7 TFSI we also thrashed about in during the Audi launch did not, and it felt slightly less wieldy as a result.

Back to the SQ8 TFSI, the first obvious change is in the way the V8 performs. The old twin-turbo diesel TDI would launch with an almighty whack, leaping forward and pulling strongly ­if noisily to licence-losing speeds in no time.

In contrast, the sweeter and more mellifluous twin-turbo petrol TFSI helps the SQ8 step off the line quick enough, but doesn't quite feel as fast or furious; yet once that 4.0-litre V8 swings past 3000rpm, speed seems to increase exponentially, with the needle soaring into three-figure numbers instantly.

Similarly, the old TDI's shift from 80km/h to 130km/h felt like it was over before you'd even touch the throttle, compared to the quick-deep-breath-then-go thrust of the TFSI. Slightly less theatre, but a whole lot more couth.

The lighter front end pays dividends once you encounter a tight corner, for the SQ8 TFSI tucks around like a smaller SUV might; it feels composed and controlled, darting from turn to turn, in a way that a 2.5-tonne box-on-wheels has no real right to.

Our drive was almost entirely experienced in torrential rain and forceful winds, further underlining the reassured security of the Audi's chassis. And while the Dynamic package's trick suspension and diff played parts in maintaining calmness in such inclement conditions, neither of our SQ8s were fitted with the $20K ceramic brakes upgrade, yet we never questioned the stopping power or driving assistance systems during our two days fanging this unlikely grand tourer about.

Even the suspension on the massive 285/40R22 tyres behaved, revealing the effectiveness of the standard-issue adaptive air set-up. Out on rural roads at least, potholes and debris were negotiated with aplomb.

We'd like to try the SQ8 TFSI on typically rubbish suburban and city roads as well before we make a final judgement dynamically, and a little less tyre/road noise intrusion inside would be nice overall. But otherwise, the dashing Audi SUV coupe possesses a rare charm and can-do capability for a car in this class.

A class act, in fact. Too bad the 15L/100km-plus thirst will eventually relegate this Audi to history. If you can afford the petrol bills, enjoy it while you still can.

The SQ8 TDI managed a five-star ANCAP crash test result back in 2019, but the new TFSI version has yet to be tested, though engine and weight aside, they're pretty much the same SUV.

On the safety front you'll find Audi's pre-sense front and pre-sense rear, offering AEB, cross-traffic alert and active lane-keep assistance tech.

The SQ8 also includes adaptive cruise control with full stop/go, eight airbags (dual front as well as side and curtain airbags for all outboard occupants, but no front-centre airbags), hill-descent control, anti-lock brakes, electronic brake-force distribution, brake-assist, electronic stability control, traction control, tyre pressure monitors and a surround-view camera.

The AEB can detect pedestrians and cyclists, even at night, at speeds between 10km/h and 85km/h, while for other motor vehicles that increases to 250km/h. The active lane warning operations is from 65-250km/h.

Lastly, ISOFIX latches are fitted to both outboard rear seat bases, along with  hooks for child-seat tether straps.

All Audi’s are covered by a three year, unlimited kilometre warranty, and require annual servicing. Audi will allow you to prepay the first five years of service costs for $4060.

Introduced only this year after languishing behind most luxury rivals with a paltry three-year guarantee, Audi now offers a five-year/unlimited kilometre warranty. It includes roadside assistance activated annually as long as the owner visits an Audi dealer.

Service intervals are every 12 months or 15,000km.

A five-year service plan costs $4100, with an additional two years for $2350. Otherwise, there is no published fixed-price service plans available.