The Q4 can is available with Matrix LED headlights (shown).

2022 Audi Q4 Sportback e-tron_front 3-4 profile

Whether it’s a first-drive feature from the sun-soaked California coast, a quick news story about an off-road pickup that may (or may not) be coming to your local dealership or a review of a hot new sports sedan, somewhere Lee Bailie is writing about cars and car culture, something he’s been doing for almost a decade. A car guy to the core, he went on his first automotive plant tour at age seven.

When it comes to electric vehicles, the future, as the saying goes, is now. Audi is certainly a believer in that notion as it currently offers three pure electrics, e-tron SUV (will become the <a href="https://www.wheels.ca/reviews/2024-audi-q8-e-tron-first-drive-review">Q8 e-tron</a> in 2023), Q4 e-tron SUV and e-tron GT sport sedan, with more to come. The focus here is the Audi Q4 Sportback e-tron, a compact SUV unveiled in production form in Spring 2021. It went on sale as a 2022 model about one year ago.

Built on the Volkswagen Group’s MEB architecture for electric vehicles, the Q4 shares some components with the <a href="https://www.wheels.ca/reviews/2022-volkswagen-id-4-review">Volkswagen ID.4</a> compact crossover, has similar dimensions, and is built in the same plant in Zwickau, Germany.

As is the case with other Audi SUVs, two Q4 body styles are available: SUV and Sportback. Both versions are 50 trim which means they’re outfitted with a standard 82 kWh lithium-ion battery that’s paired with two electric motors, one located at each axle. Power output is 295 horsepower and 339 lb-ft. of torque, with a 0-100 km/h time of 6.1 seconds.

In terms of charging, Audi says the Q4’s battery can charge up from five to 80 percent in about 36 minutes on a DC fast charger. According to official federal government ratings from NRCan, Q4 range is 388 kilometres, but that number will vary based on factors including driving style.

<img class="aligncenter size-full wp-image-173858" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/2022-Audi-Q4-Sportback-e-tron_side-profile.jpg" alt="2022 Audi q4 sportback e tron" width="1920" height="1080" />

A two-row, five-passenger SUV, the Q4 slots in between the Q3 and Q5 in terms of size, with a maximum cargo volume of 1,541 litres with the 40/20/40 rear seatbacks folded down, and 535 litres when they’re upright.

On the content side, the Q4 comes well equipped out of the box, with a slew of premium amenities such as standard leather seating, heated front seats, panoramic moonroof, two rear seat USB-C charge ports and more. As for tech features, they include an 11.6-inch configurable virtual cockpit instrument cluster display, a 10.1-inch multimedia interface (MMI) touchscreen, and an available head-up display with augmented reality (AR) that displays road sign data, navigation directions and other items.

On the outside, the Q4 comes with standard LED headlights (Matrix LEDs are available), LED taillights and LED daytime running lights, along with 19-inch wheels (multiple 20-inch designs are available), power tailgate, S Line exterior bumpers and badging and more.

<img class="aligncenter size-full wp-image-173863" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/IMG_E6910.jpg" alt="2022 Audi q4 sportback e tron" width="1920" height="1080" />

For the purposes of this review, Audi Canada loaned me a Sportback tester finished in Mythos black metallic ($890 paint charge) that’s outfitted with some extras. The Tech package ($1,600) includes items such as a SONOS premium sound system, Matrix LED headlights, driver’s seat with memory function and more. A notable stand-alone option is a set of 20-inch 5-V-Spoke wheels ($1,000).

The Q4 Sportback e-tron really presents well, and while I’m not a fan of black cars as they tend to flatten and obscure interesting design details, I think it works here as it offsets the abundance of chrome and silver trim nicely.

The Q4 has an electric car look, thanks to a sophisticated Singleframe grille, Matrix LED headlights and bigger 20-inch wheels, but it’s not too over the top. Compared to its Q3 and Q5 siblings, the Q4 looks the most contemporary, but it’s high-tech, futuristic aesthetic isn’t overwrought or intimidating. It just looks like the evolution of the SUV.

<img class="aligncenter size-full wp-image-173867" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/IMG_E6982.jpg" alt="2022 Audi q4 sportback e tron" width="1920" height="1080" />

Same goes for the cabin, except for the hexagonal-shaped steering wheel, which has a strong concept car appearance. I adjusted to it quickly, but yes, it’s a little out of the ordinary. One of the aspects I like about EVs in general, is the centre console-dashboard layouts are moving towards fewer buttons, switches, and other things to fiddle with.

This may be due to an electric powertrain, but it also a conscious choice from the manufacturers – less is more. And that’s very much the case with the Q4. Apart from climate controls, which are still on hard keys (bless you, Audi), drive select and the digital screens, there’s not much to distract here. You just notch the gear selector into D (or B) and go. This is a design philosophy that I can get behind.

As for the drive, the Q4 Sportback e-tron delivers a similar experience I’ve had in other EVs, which is quite pleasant overall. Acceleration is quite rapid if the accelerator is mashed hard but applying gradual throttle pressure also produces a good amount of thrust, certainly enough for everyday driving conditions.

<img class="aligncenter size-full wp-image-173865" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/IMG_E6976.jpg" alt="2022 Audi q4 sportback e tron" width="1920" height="1080" />

The drive select button, which has settings that range from Eco to Dynamic, does alter the driving character to a degree, but the concept of drive modes feels less vital to the experience than they do in an ICE vehicle, in my view. The difference between D and B is noticeable, however, as the latter applies much greater regenerative braking force than the former. I used B for much of my test period, as I found the extra braking force to be helpful in the cut and thrust of everyday driving.

The ride, of course, is whisper quiet, with some whirring of motors and wind noise is discernable if one pays close attention. Suspension tuning feels neither too soft nor too firm but is well balanced between the two. That, combined with thicker sidewall Bridgestone Alenza tires makes for a smoother ride.

<img class="aligncenter size-full wp-image-173861" src="https://wordpress.wheels.ca/wp-content/uploads/2022/12/IMG_E6870.jpg" alt="2022 Audi q4 sportback e tron" width="1920" height="1080" />

My charging experience was drama free. I used Flo and Electrify Canada fast chargers during my test, and it took about 40-ish minutes on each occasion to go from low-20s state of charge to near full, which seems reasonable. Of note, the Q4 comes with complimentary access to the Electrify Canada charging network (owned and operated by Volkswagen Group Canada) for four years or 1,400 kWh.

Overall, I come away impressed with the Q4 Sportback e-tron. The only negatives that stand out in my mind are less rearward visibility due to its sloping roofline and an interior that could use extra styling pizzazz. It’s a handsome premium offering that’s packed with technology, with good range and solid performance for a competitive price, plus free fast charging for four years.

The premium compact segment figures to be just as competitive for EVs as it is with ICE cars, and the Q4 is well positioned to win a good chunk of that business for Audi.
<h3>2022 Audi Q4 Sportback e-tron</h3>
BODY STYLE: premium compact SUV
DRIVE METHOD: dual-motor, all-wheel drive
ENGINE: 82 kWh battery (295 hp / 339 lb-ft. combined)
FUEL ECONOMY: 2.4 / 2.6 / 2.5 Lₑ / 100 km city / highway / combined
CARGO VOLUME: 1,541 / 535 litres (54.4 / 18.9 cu ft.) (behind first / second row)
PRICE: $67,600 base / $76,440, as tested, incl. freight, excl. taxes
WEBSITE: <a href="http://www.audi.ca">www.audi.ca</a>

2022 Audi Q4 Sportback e-tron Review

RAV4 PRIME Exterior Front

Lesley is a 20 year veteran automotive writer and illustrator whose work has appeared in major publications across Canada and the U.S. She’s a member of the prestigious North American Car and Truck of the Year (NACTOY) jury, and a longtime AJAC (Automobile journalists association of Canada) member.

The RAV4 has long been my go-to recommendation for friends and family on the hunt for a reliable vehicle and safe bet on which to spend their hard-earned cash. Hardy, practical, and best of all, drama-free, Toyota’s RAV4 is not only the best-selling compact crossover in Canada, it’s the top non-truck passenger vehicle in North America, period.

And now Toyota has upped the ante by introducing what will surely be the most sought-after new hybrid in the country. The 2021 RAV4 Prime is a plug-in version of its popular crossover offering 68 km of electric-only driving.
But Toyota already offers a RAV4 hybrid capable of 2 km of pure electric driving, and what’s more, it starts at only $32,350 – compared to the new Prime whose base price is $44,900 and tops out at $51,900 - $57,300 if you opt for the tech package.
Unlike the existing RAV4 Hybrid, which tops up its stored electricity with regenerated energy derived from braking, the RAV4 Prime has an 18.1 kWh battery that can be fully recharged in 2.5 hours using a 240 volt home or public charger, or 12 hours on a 120 volt household current. The RAV4 hybrid can travel up to 2 km on electric power only, but the engine kicks in under hard acceleration and it generally runs on a combination of both. Its total range is 767 km combined, using 7.3L/100 km.
<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/08/RAV4-Prime-Exterior-Driver-Side.jpg"><img class="alignnone size-full wp-image-154541" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/08/RAV4-Prime-Exterior-Driver-Side.jpg" alt="First Drive 2021 Toyota RAV4 Prime" width="1280" height="853" /></a>

By comparison, the RAV4 Prime’s 68 km of pure EV travel is available up to 135 km/hour and has a total combined range of 979 km while averaging 6.0L 100/km of fuel consumption.

Why then, are we predicting such a high demand for the new RAV4 Prime? Aside from it being such a compelling package (more on that later), it’s all in the numbers. There are fewer than 1,000 vehicles allotted to Canada this year, and most of those have been allocated to Quebec, where it’s on sale now. The rest will arrive in British Columbia before the end of the year.

Which means most of us won’t see the RAV4 Prime in local dealerships until 2021, and even then, their limited numbers, probably between 3,000-4,000, means they’ll be snapped up quickly. This is largely due to a lag in battery production. A joint venture between Toyota and a supplier they’re reluctant to name, the 18.1 kWh battery is a new technology hamstrung by current manufacturing constraints. Then there’s the vehicle itself, which is produced solely in Japan. Gasoline and hybrid versions of the RAV4 are already being built here at the Cambridge and Woodstock plants, but they’re already operating at capacity and would require enormous investment to add the RAV4 Prime to their output.

Whether that happens depends entirely on demand. And that demand depends on an entirely different set of numbers. The RAV4 Prime’s base price of $44,900 squeaks in just under the $45,000 limit for the $5,000 federal electric vehicle incentive. Add Quebec’s whopping $8,000 rebate for a combined total of $13,000, and you can see why most of the available vehicles will be heading Quebec. That means you could conceivably pick up a plug-in Prime for only $3,000 more than a regular, base RAV4. The Prime gets you nearly 1,000 km of range at 6.0L average fuel cost. It also boasts a 0-100 km/h acceleration time of under six-seconds – making it the second fastest Toyota off the line after the BMW-powered Toyota Supra.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/08/RAV4-Prime-Interior.jpg"><img class="alignnone size-full wp-image-154542" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/08/RAV4-Prime-Interior.jpg" alt="First Drive 2021 Toyota RAV4 Prime" width="1280" height="880" /></a>

We spent a day behind the wheel of a RAV4 Prime XSE, starting out from Kingston’s historic limestone district waterfront, and cruising the vineyards of Prince Edward County.

The RAV4 Prime’s default drive mode is EV mode, or electric-only, which it can maintain up to 135 km/hr. The driver can also select hybrid-only mode to conserve battery power for later or Auto EV to maximize electric range with the gas motor kicking in under hard acceleration. Bridging the gap between Kingston and Belleville were several kilometres of 401 highway, where I was able to confirm the electric powertrain’s upper limit.  Exiting the highway and gliding to a stop at the first set of lights, I can also sheepishly attest that the RAV4 Prime will chirp its tires off the line with an over exuberant application of the throttle.

The 1,920 kg Prime feels a lot more powerful than its 2.5L, 177 hp 4-cylinder engine would suggest, thanks to a trio of electric motors – two in the front transaxle and one in the rear – that bring the total power up to 302 horsepower. The rear electric motor also drives the on-demand all-wheel-drive – another item in the RAV4 Prime’s plus column over some of its front-wheel-drive only competitors.

To differentiate the RAV4 Prime from its conventionally powered siblings, Toyota has given it a unique grille and chrome metallic lip, vertical driving lights, blue trimmed badging and a painted diffuser. For the first time on a RAV4, the Prime introduces adaptive headlights.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/08/RAV4-Prime-Infotainment-Screen.jpg"><img class="alignnone size-full wp-image-154543" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/08/RAV4-Prime-Infotainment-Screen.jpg" alt="First Drive 2021 Toyota RAV4 Prime" width="1280" height="960" /></a>

While $44,900 SE models come with cloth upholstery, 18-inch wheels and choice of three colours, the XSE offers 5 two-tone paint schemes with black roof, new 19” black rims, height adjustable power lift gated and faux leather upholstery with unique red stitching and ventilated front seating.

Standard for the first time is Apple CarPlay and Android Auto on an 8-inch touchscreen, or optional 9-inch screen on upper trims. Also new for RAV4 is an adjustable head-up display, and a one-year free trial of Toyota’s $9.99/monthly connected services that use a smartphone app to monitor charging, set climate controls for remote start, or find information about available local charging stations.

The RAV4 Prime is a comfortable place to spend the day, with nicely bolstered, eight-way adjustable driver’s seat, great visibility, and simple ergonomics that feature prominent, easy-to use control knobs instead of needlessly complex graphics. It offers plenty of head and leg room for all four passengers, although cargo space drops from 1,064 litres to 949 litres thanks to the battery pack.

Like the rest of Toyota’s lineup, the RAV4 Prime comes with the now standard safety suite of driver’s aids, which includes dynamic radar cruise control, lane departure alert, pre-collision system with Pedestrian detection, and Lane Tracing assist. Also available are full-speed range radar cruise control, steering assist and road edge detection, and a digital display rear view mirror and bird’s eye view monitor.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/08/RAV4-Prime-Rear-Seats.jpg"><img class="alignnone size-full wp-image-154544" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/08/RAV4-Prime-Rear-Seats.jpg" alt="First Drive 2021 Toyota RAV4 Prime" width="1280" height="960" /></a>

In EV mode only the RAV4 Prime is of course, very quiet and helps showcase the optional JBL sound system. When the 4-cylinder engine eventually kicks in, it does so fairly smoothly. The driver can opt to gear down using the paddle shifters, or just let the continuously variable transmission handle it. Under gasoline power, I regularly saw 4.9L of fuel consumption on the highway and finished with an average of 6.2L /100 km overall. Electric only travel slightly exceeded the claimed 68 km at nearly 70 km, and a more careful driver could conceivably do a lot better. Of course, those numbers will change during the winter, where cold weather seriously compromises overall battery range. Then there’s the additional drain of cabin heat, though a frugal driver could extend range using seat and steering wheel heaters with only minimal draw.

With incentives, the Toyota RAV4 Prime is an extremely compelling offering with only the <a href="https://www.wheels.ca/car-reviews/first-drive-2020-ford-escape-hybrid/">Ford Escape</a>, <a href="https://www.wheels.ca/car-reviews/review-2020-mitsubishi-outlander-phev/">Mitsubishi Outlander</a>, and <a href="https://www.wheels.ca/car-reviews/review-2020-subaru-crosstrek-limited/">Subaru Crosstrek</a> its only plug-in competitors. Its closest rival is the Escape PHEV, offered in front-wheel-drive only.

Going strictly by the numbers, the RAV4 Prime is one of the most impressive new vehicles on the market today, and one of the most frustratingly unobtainable– unless you’re one of the lucky buyers able to snap up one of the first available models.

Tags

2022 Audi Q4 Sportback e-tron Review

First Drive: 2021 Toyota RAV4 Prime