Say hello to the ‘new’ Audi Q8, although you might struggle to tell it apart from the model it replaces.
To be fair, there wasn’t much wrong with the original design of Audi’s flagship ‘Sportback’ SUV, even if it dates back to 2018, but now mid-way through its lifecycle it has received a mild refresh to keep it ‘young’ and ‘hip’.
Perhaps more substantial than the design updates are the revisions to its specifications, which make the latest Q8 a better value offering alongside the likes of the BMW X6 and Mercedes-Benz GLE Coupe, as well as an updated ‘TFSI e’ plug-in hybrid hero that gets a more powerful electric motor and a bigger battery offering more electric driving range.
Otherwise, much of the Q8’s formula stays the same. It’s a big, stylish thing that shares its bones with the likes of the Bentley Bentayga and Lamborghini Urus, for a substantially lower entry price.
How does it stack up in 2025? We joined the Australian media launch in New South Wales to find out.
How much does the Audi Q8 cost?
The updated Audi Q8 range kicks off from $143,415 before on-road costs, with the V6 petrol and diesel versions now achieving price parity. Compared to the pre-update range, the ‘base’ models are about $6000 dearer.
| Model | Price before on-road costs |
|---|---|
| Audi Q8 50 TDI quattro S line | $143,415 |
| Audi Q8 55 TFSI quattro S line | $143,415 |
| Audi Q8 60 TFSI e quattro S line | $154,284 |
| Audi SQ8 TFSI quattro | $178,815 |
For reference, the most affordable BMW X6 starts from $143,600, while the Mercedes-Benz GLE Coupe kicks off from a much higher $161,700 – all prices exclude on-road costs.
To see how the Audi Q8 lines up against the competition, check out our comparison tool
What is the Audi Q8 like on the inside?
If you thought the exterior design changes were minor, you’d be forgiven for thinking nothing has changed inside. There are some minor revisions, however.
Where rivals from BMW and Mercedes-Benz have started integrated their driver cluster and infotainment displays into tablet-style housings and removing as much physical switchgear as possible, Audi has found a halfway house.
The layout is conventional but the tech is quite new-age, and personally I think Audi’s user interface is one of the best in the business – that’s probably why it serves as the basis for Bentley and Lamborghini systems.
You could be forgiven for thinking the Audi MMI software is all carryover, because it largely is. But, there are a few changes for this facelift which could make a meaningful difference.
In the upper infotainment display there’s a new tiled main homescreen menu which is more like a smartphone, allowing you to have connected app information front and centre when you turn it on. There’s also integration for Spotify and YouTube applications – though the latter is only available when the vehicle is parked.
Ahead of the driver, Audi’s latest 12.3-inch ‘virtual cockpit’ digital instrument cluster receives a new driver assistance display option, which has a real-time projection of your Q8 within its lane and surrounding traffic.
It can detect and display different types of lane markings, and other cars, trucks and motorcycles either ahead of you or in adjacent lanes, and it’ll even do cute little animations for the brake and indicator lights when activated. This is nothing new, but it’s a nice addition and Audi has designed it to look different from similar displays in Tesla and BMW vehicles.
The clicky haptic feedback on the touchscreens is also as ‘real’ in feel as it gets. Audi’s knack for clicky and high-quality switchgear has definitely carried over to its digitised controls.
I will say, however, that the low-set climate controls aren’t in the best position if you want to actually look where you’re pressing. While they’re tactile in feel, if you’re toggling something on the move it does require you to take your eyes well off the road.
Overall though, the design, material and perceived build quality is excellent, and presentation is top-notch even in ‘boring’ black. The frameless windows are also a nice sports car-esque touch.
Storage is alright without being standout – there’s a shallow cubby under that centre armrest, which also houses the wireless phone charger, plus decent door pockets, and a pair of cupholders on the centre console with a nicely weighted lid.
We didn’t spend much time in the second row, but being a full-size SUV with a 3004mm wheelbase pays dividends if you’re transporting grown adults often.
Like its platform mates – think Audi Q7, Volkswagen Touareg and Porsche Cayenne – the Audi Q8 easily accommodates above average-sized humans (like 6’1″ me) with plenty of knee and leg room, as well as sufficient headroom despite the tapered rear roofline.
Standard amenities in the rear include a third zone of climate control with directional air vents, a pair of USB-C chargers with a 12V outlet. You also get netted back pockets on the backs of the front seats.
You can also slide and recline the rear seats for added comfort, and also extend the cargo area should you need the extra load-lugging capacity.
Speaking of which, the Audi Q8 offers a healthy 605 litres of boot space with the second row in place, expanding to 1755 litres with it folded. It’s nice and square, and there’s no hump between the floor and seat backs when folded.
All models come with a space-saver spare wheel under the boot floor, too.
| Dimensions | Audi Q8 |
|---|---|
| Length | 5004mm |
| Width | 1996mm |
| Height | 1692mm |
| Wheelbase | 3004mm |
| Cargo capacity | 605-1755 litres |
To see how the Audi Q8 lines up against the competition, check out our comparison tool
What’s under the bonnet?
The standard Q8 range (excluding the SQ8) is available with three drivetrains in Australia, all of them V6 engines featuring varying forms of electrification, and all of them paired with an eight-speed automatic transmission and all-wheel drive.
| Specifications | 50 TDI | 55 TFSI | 60 TFSI e |
|---|---|---|---|
| Engine | 3.0L V6 turbo-diesel 48V MHEV | 3.0L V6 turbo-petrol 48V MHEV | 3.0L V6 turbo-petrol PHEV |
| Engine outputs | 210kW @ 3500-4000rpm 600Nm @ 1750-3250rpm | 250kW @ 5000-6400rpm 500Nm @ 1370-4500rpm | 250kW @ 5200-6400rpm* 500Nm @ 1370-5200rpm* |
| Electric motor outputs | 6kW 60Nm | 6kW 60Nm | 130kW* 460Nm* |
| System outputs | – | – | 360kW @ 5200-6400rpm 700Nm @ 1370-5200rpm |
| Battery | – | – | 22.0kWh – net |
| Transmission | 8-speed auto | 8-speed auto | 8-speed auto |
| Drive type | All-wheel drive | All-wheel drive | All-wheel drive |
| Weight | 2235kg | 2175kg | 2490kg |
| 0-100km/h (claimed) | 6.1 seconds | 5.9 seconds | 5.0 seconds |
| Fuel economy (claimed) | 7.1L/100km | 9.2L/100km | 1.8L/100km |
| Electric driving range | – | – | 74 kilometres |
| Fuel tank capacity | 85 litres | 85 litres | 75 litres |
| Fuel requirement | Diesel | 95 RON | 95 RON |
| CO2 emissions | 188g/km | 210g/km | 40g/km |
| Emissions standard | Euro 6 | Euro 6 | Euro 6 |
| Braked tow capacity | 3500kg | 3500kg | 3500kg |
*Figures taken from global specification
To see how the Audi Q8 lines up against the competition, check out our comparison tool
How does the Audi Q8 drive?
While we samples all three powertrain variants on our launch drive from Sydney to Bowral and back, the biggest changes are reserved for the updated plug-in hybrid.
55 TFSI S line
Our first stint behind the wheel, however, was largely a transit leg from Sydney to Bowral in the Q8 55 TFSI, with its rev-happy and silky-smooth petrol V6 augmented by eager 48V mild-hybrid tech.
With a healthy 250kW and 500Nm available – the latter on tap from just 1350rpm – the petrol-powered Q8 gets up and going quickly, making relatively light work of its 2175kg unladen weight.
It doesn’t feel quite as effortless as the diesel though, so it needs to be revved out quite a bit, which doesn’t help fuel consumption. It also means the eight-speed auto has to drop an extra cog or two to keep you in the sweet spot.
The bent six also has a sweet but muted note when pushed. It’s a pretty smooth operator that does away with the muted clatter of the oiler, should that be a turn off for you (and for some, it is).
With standard air suspension, despite the big optional 22-inch wheels fitted to our test car, the Q8 55 TFSI remained comfortable and relatively insulated from wind and road noise – even if some muted tyre roar permeated the cabin over some rougher country NSW highway.
There’s a wonderful feeling of security and stability at high speeds, thanks to the big footprint and grippy 285/40 tyres wrapped around the larger wheels. Rain or shine, the Q8 feels hunkered down and sure-footed.
It was a similar experience with the 50 TDI diesel I drove on the first of the more dynamic legs after arriving in Bowral. Audi’s V6 oiler is incredibly refined and barely makes its compression ignition known, and offers better low-down shove than its petrol-fuelled counterpart.
Fuel consumption was notably better with the diesel as well, showing in the 7-8L/100km realm while driving through some more spirited sections of the Southern Highlands, while the 55 TFSI was showing indicated consumption in the nines even with a healthy freeway stint – mind you, neither were indicative of mixed real-world conditions.
50 TDI quattro
Regardless of the variant, the Q8 feels like a big, substantial wagonr. Despite being strictly a five-seater, it’s pretty much the same size as the seven-seat Q7 dimensionally. Still, it handles pretty well despite its stocky dimensions and 2.1-tonne heft.
In the city it wafts along without feeling clumsy or cumbersome, but it couldn’t hide its immense size in bustling inner-city Sydney. The 48V MHEV system is very active in the 50 TDI and 55 TFSI, though doesn’t seem be caught napping during low-speed coasting the way earlier versions of these drivetrains used to.
On the windier stuff, the Q8 handles well given its size and weight. The 50 TDI and 55 TFSI ride on standard adaptive air suspension, which errs on the firmer side but that also translates to keener handling and minimal body roll.
That means it’s well controlled over high-speed undulations like you’ll find on country highways in Australia, minimising the bouncing motion that can plague some heavier vehicles on such roads.
The steering is quite light and lacking in outright feel, but it turns in accurately and doesn’t manage to feel vague or wooden. You can also have the Q8 with rear-axle steering, which tightens the turning circle by turning the rear wheels in the opposite direction to the fronts at low speeds – making this big thing quite manoeuvrable in town – and also promotes high-speed stability.
60 TFSI e
Finally, we got a stint in the updated 60 TFSI e PHEV, with its more powerful yet more efficient plug-in system. Effectively the 55 TFSI with a battery pack, the TFSI e is silent and refined in EV mode, and very punchy when you flick it into ‘dynamic’ mode, which primes both power sources for maximum attack – it’s freaking quick, if a little quiet.
The immediacy of response from the uprated electric motor makes this big SUV feel a lot more sprightly, given it offers all its torque from the moment you hit the throttle. Audi quotes 130kW/465Nm from the new motor, which is almmost the max torque of the 3.0 TFSI petrol engine but from rest.
With its larger battery, the Q8 TFSI e quotes an all-electric driving range of 74km according to the WLTP standard, which is a big step up over the outgoing model’s 59km NEDC-based claim. We didn’t do a full range test to assess the claim, but even a real-world figure of 60-something kilometres is good for a vehicle of this size.
The PHEV also gets a lower and firmer ‘air suspension sport’ tune as standard, which no doubt contributed to the tighter feel and reduced ride compliance over some of the patchy and pockmarked roads near Bowral. Whether that’s a good or bad thing will likely depend on your personal preferences.
60 TFSI e
As for driver assistance systems, the Q8 is pretty much decked out across the range. And, it’s all pretty darn good.
The adaptive cruise assist system combines active cruise and lane centring assists for semi-autonomous highway driving, while the standard 360-degree cameras and blind-spot monitoring with rear traffic alert mean you don’t really have any excuse for kerb-rashing an alloy wheel or swiping barriers or other cars in shopping centre car parks.
Finally, there are standard matrix LED headlights with adaptive high -beam, and while we didn’t get to try these out we’re confident this enhanced front lighting tech will illuminate poorly lit roads far better than the outgoing car’s standard fixed LED units – Audi’s high-end lighting is art almost as much as it’s a tech feature.
To see how the Audi Q8 lines up against the competition, check out our comparison tool
What do you get?
The 50 TDI and 55 TFSI are effectively the same spec bar the engines under the bonnet, while the 60 TFSI e adds a few extra sprinkles beyond its partial EV capabilities.
2025 Audi Q8 50 TDI + 55 TFSI S line equipment highlights:
- 21-inch alloy wheels
- S line exterior package
- Adaptive air suspension
- Matrix LED headlights
- Electric tailgate incl. gesture function
- Body-coloured bumpers
- S line interior package
- Colour ambient interior lighting package
- 3-zone climate control
- Seat heating – front
- Rear seat bench plus
- Electric steering adjustment
- MMI navigation plus
- Audi connect plus
- 12.3-inch Audi virtual cockpit
- Audi phone box light
- Wireless Apple CarPlay
- Wireless Android Auto
- Wireless smartphone charger
- DAB radio
Q8 60 TFSI e adds:
- Red brake calipers
- Black exterior styling package
- Adaptive air suspension – sport
- 7.2kW on-board charger
- Type 2 charge cable for public charging
- Wall bracket for mounting charger at home
Options
The Q8 is available with a pair of main option packages, in addition to single-item options.
Luxury seat package: $3900
- S sport seats incl. integrated headrest
- Valcona leather, diamond stitching
- Front seat ventilation
- Heated outer rear seats
Premium plus package: $6900
- 22-inch alloy wheels
- Adaptive air suspension – sport (50 TDI, 55 TFSI)
- Dynamic all-wheel steering
- Black exterior styling package
- Power assisted doors
Metallic paints (all but Carrara white) command a hefty $2400 premium, while premium metallic finishes (Ascari blue and Sakhir gold) cost an extra $4000 – ouch.
To see how the Audi Q8 lines up against the competition, check out our comparison tool
Is the Audi Q8 safe?
The Audi Q8 has a five-star safety ANCAP safety rating, though this applies only to 3.0-litre petrol and diesel models and is based on testing conducted in 2019.
| Category | Audi Q8 |
|---|---|
| Adult occupant protection | 93 per cent |
| Child occupant protection | 88 per cent |
| Vulnerable road user protection | 71 per cent |
| Safety assist | 75 per cent |
Standard safety equipment includes:
- Autonomous emergency braking
- Pedestrian detection
- Vehicle detection
- Intersection assist
- Adaptive cruise assist
- Adaptive cruise with stop/go
- Lane centring assist
- Blind-spot monitoring
- Lane-keep assist
- Parking sensors – front, rear
- Parking system plus
- Autonomous parking assist
- Rear cross-traffic alert
- Safe exit warning
- Surround-view cameras
- Traffic sign recognition
To see how the Audi Q8 lines up against the competition, check out our comparison tool
How much does the Audi Q8 cost to run?
The Audi Q8 is covered by a five-year, unlimited-kilometre warranty.
| Servicing and Warranty | Audi Q8 |
|---|---|
| Warranty | 5 years, unlimited kilometres |
| Roadside assistance | 5 years |
| Service intervals | 12 months or 15,000 kilometres |
| Capped-price servicing | Up to 5 years |
| Total capped-price service cost | $3820 – 5 year service plan |
To see how the Audi Q8 lines up against the competition, check out our comparison tool
CarExpert’s Take on the Audi Q8
The Audi Q8 could well be my dream dad car… I just don’t have kids to fill it with yet.
It remains the understated choice among its peers, with a more hatchback-like tailgate compared to the coupe-like silhouettes of the X6 and GLE Coupe – and personally I think it’s all the better for it.
While the changes are minor, there wasn’t much wrong with the Q8 to begin with. It’s still gorgeous to look at, cuts a fine line in traffic without being brash or tacky, and has a wonderfully classic, high-quality interior that blends the brand’s latest tech.
The mild-hybrid V6s are lovely to drive, and personally I’d pick the diesel for its effortless performance and better efficiency. The improvements to Audi’s plug-in hybrid powertrain also make it a viable option if you’re going to make the most of the improved EV range, but you’d need to really want the extra performance to justify the $11,000 premium.
For all its strengths, the lifeless steering feel and tyre noise are minor criticisms of an otherwise lovely all-rounder. But the extra charges for the premium paints seem a little steep – and that’s before you go the Audi exclusive bespoke route.
However, that’s not unusual for this class of vehicle, and the Q8 remains pretty solid value against its direct competitors. Further, it has the added drawcard of sharing its DNA with properly premium, boutique SUVs that cost substantially more.
If you don’t need three rows of seating but want a luxury SUV that stands out from the crowd without breaking the bank too much, you could do a lot worse than the Audi Q8.
Interested in buying an Audi Q8? Get in touch with one of CarExpert’s trusted dealers here
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