2025 Audi RSQ8 Performance review
The Advertiser10-07-2025
Audi RSQ8 Pros
Audi RSQ8 Cons
The most powerful production Audi with a combustion engine isn't the R8 supercar, nor the stonking RS6 Avant super wagon. Actually, it's this – the 2025 Audi RSQ8 performance.
Based on the flagship Q8 large luxury SUV, the RSQ8 performance has the most powerful combustion engine ever fitted to a series production Audi, and it's also the fastest SUV around the famed Nürburgring Nordschleife, with a verified lap time of 7:36.698 minutes.
It's no small feat, given the Audi RSQ8 shares its Volkswagen Group MLB evo underpinnings with the likes of the Porsche Cayenne and Lamborghini Urus. And it beat the Cayenne Turbo GT around the 'Green Hell' by more than two seconds.
At the heart of the RSQ8 performance is its beefed-up powertrain, with the 4.0-litre twin-turbo V8 with 48V mild-hybrid assistance massaged to deliver 471kW of power (+30kW) and 850Nm of torque, which is enough for Audi to claim a 0-100km/h acceleration time of just 3.6 seconds (-0.2s), making it one of the world's quickest SUVs bar none.
While the asking price has risen substantially, a number of equipment items included with the new RSQ8 performance were previously options on the pre-facelift RSQ8 to go with the boosted drivetrain – namely the carbon-ceramic brakes, which previously formed part of the optional $19,500 'RS dynamic package plus' pack.
So if you're in the market for a properly fast luxury car that can cart the whole family around affluent suburbs, is the RSQ8 performance your best bet?
We attended the Australian media launch to find out…
The Audi RSQ8 performance is priced from $255,800 plus on-road costs, making it a smidgen under $25,000 dearer than the just-announced non-'performance' RSQ8 that has been confirmed for Australian release later this year.
Compared to the pre-facelifted model, the 'standard' RSQ8 is about $2000 pricier than before, but it also brings the enhanced equipment levels applied across the updated Q8 range.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
If you like the interior of the standard Q8, you'll feel pretty at home here.
Save for the RS-specific front sports seats and flashes of available carbon twill trim inserts, it's very much the same tactile, attractive and premium-finished cabin from the base Q8.
The front seats offer full electric adjustment with memory presets, as well as heating and ventilation. Opt for the Sensory package ($9700) and you'll get massaging front seats alongside a suede headliner and a thumping 23-speaker Bang & Olufsen 3D premium sound system.
As standard, the Australian-spec RSQ8 performance gets the extended leather package, which applies fine Nappa leather trim across interior surfaces like the dashboard and upper instrument panel. Lower elements like the door armrests and centre console inlays are finished in regular leather.
The lovely Valcona leather upholstery on the seats looks and feels suitably high-end and, as you'd expect, the stitching and perforation details are top-notch.
Ahead of the driver are the usual 12.3-inch Audi virtual cockpit (instrument cluster) and 10.1-inch MMI touch (infotainment) digital displays, which are more integrated and conventional than the free-standing tablet-style displays from rival brands.
I personally love Audi's approach, from the configurable virtual dials to the retro line-bar tachometer and speedometer readouts, as well as the clicky haptic feedback you get from the central display, and the 8.0-inch touchscreen below it which acts as a climate control hub.
While the overall setup and interface hasn't changed much, the revised Q8 range gets new menus including a real-time driver assistance display, RS performance-specific virtual cockpit layouts, and a new homescreen for the MMI touch navigation display which also now offers app integration.
It may not be as flashy as the multimedia systems from BMW or Mercedes-Benz, but there's next to no learning curve required here. 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.
We didn't spend much time in the second row, but being a full-size SUV that rides on a 2998mm wheelbase (slightly shorter than the standard Q8) pays dividends if you're transporting fully grown adults often.
Like its platform mates – think Audi Q7, Volkswagen Touareg and Porsche Cayenne – the Audi Q8 easily accommodates above average-size humans (like 6'1″ me) and offers 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, and netted pockets on the front seat backs.
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 RSQ8 performance offers the same 605 litres of boot space as the standard Q8 with the second row in place, expanding to 1755 litres when they're folded.
The cargo area is nice and square, and there's no hump between the floor and seat backs when they're stowed. All variants come with a space-saver spare wheel under the boot floor, too.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The RSQ8 performance gets a more powerful version of the mild-hybrid 4.0-litre twin-turbo V8 fitted to the 'standard' RSQ8 as well as other Audi RS models like the RS6 and RS7.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
I've always said the Q8 and, better still, the RSQ8 would be my dream 'dad car' if I'm ever fortunate enough to have kids and enough money to be shopping at this end of the market.
Firing up the RSQ8 performance brings you a sinister growl amplified by the standard RS sports exhaust system and the fact the 'performance' spec removes about 5kg of sound deadening material from the rear-end to allow more of that glorious V8 note into the cabin.
We drove the RSQ8 from Brisbane Airport through to Kilcoy, about 100km northwest, over a mix of highways and winding B-roads, via a stop-off at Lakeside Raceway to do some 0-100km/h acceleration testing of both the RSQ8 and the new RS e-tron GT performance.
On the freeway, the RSQ8 performance is surprisingly calm and collected despite its massive 23-inch alloy wheels wrapped in Pirelli P Zero rubber. In its 'balanced' drive mode it strikes a nice… erm… balance between comfort and control, and even on coarser bitumen the tyres don't make much of a racket.
The lighter steering weight makes this hulking 5022mm-long, 2007mm-wide go-fast family hauler pretty easy to manoeuvre in daily settings, and the clever adaptive cruise assist function centres the vehicle within its lane while keeping a set distance from the car in front – taking the load off extended stints on the open road.
The roads around Lakeside Raceway are winding, leafy B-roads that gave us a good chance to get a feel for the RSQ8's impressive dynamic abilities.
Really, I don't know how Audi Sport's engineers have done it, given this vehicle weighs a claimed 2350kg unladen. To put this into simpler terms that the majority would better understand, it's like selecting Bowser in Mario Kart but getting the dynamics of Toad.
It's astonishing how well the RSQ8 performance grips up and changes direction. There's a lot of tech wizardry underneath, like the 48V anti-roll system and rear-wheel steering, but the sheer mechanical grip that comes from the massive 295/35 tyres is immense.
The big, fast Audi could benefit from more steering feedback, which is arguably what usually separates the brand's products from the Porsche stable, but while it's not super communicative it's certainly quick and accurate. I'd also like a little more weight as it feels a touch over-assisted.
On the makeshift dragstrip on Lakeside's main straight I couldn't quite match the electric RS e-tron GT's acceleration in the V8-engined RSQ8, but boy does this thing get moving in a straight line – and wow, the noise!
The reduced rear sound deadening really does let more exhaust note into the cabin, and who doesn't love the rumbling bellow of a German V8 combustion engine. All-paw grip gets it off the line very quickly, and Audi's 3.6-second claim from 0-100km/h is nothing to sneeze at.
It's a similar story in the bends as mentioned before, with the RSQ8 performance able to muscle itself out of corners and blast towards the horizon or the next bend faster than you can say 'oh mein Gott!' The air suspension hunkers down in dynamic mode and stiffens the dampers, making this a surprisingly capable corner-carver.
Some parts of physics refuse to go away, however. As hard as the clever chassis tries, it can't fully mask the sheer weight of this thing during hard cornering, where the elevated driving position further amplifies the weight transfer.
As noted earlier, Audi's technological know-how is evident in the driver assistance systems, which are both easy to use and intuitive in their execution.
The aforementioned adaptive cruise assist makes this feel like any other Q8 on the highway, and the standard 360-degree parking cameras with 3D projection means you won't fret about scratching those gorgeous rims.
Blind-spot monitoring and rear cross-traffic assist also aid over-the-shoulder visibility, which is somewhat impeded by the Q8's Sportback rear pillar design. It also has an automated parking assistant, if you're game.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Audi RSQ8 performance builds on the already comprehensive specification of the base RSQ8.
2025 Audi RSQ8 equipment highlights:
RSQ8 performance adds:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
A number of option packages are available with the Audi RSQ8 performance.
Sensory package: $9700
Matte carbon and black exterior styling package: $9800
RS design package plus – grey, red or blue: $4100
Single-item options include:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
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.
Standard safety equipment includes:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
Like the wider Audi range, the RSQ8 and RSQ8 performance are covered by a five-year, unlimited-kilometre warranty.
In addition to the five-year 'Service Plan', the company also offers 'Audi Advantage' packages which tack on two years of additional coverage to the warranty, service plan and roadside assistance for an upfront fee.
For the Audi RSQ8, where eligible*, the two-year Audi Advantage extension costs an additional $5720.
*If your vehicle is under eight years of age and travelled less than 120,000km
**Price shown for pre-update RSQ8
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Q8 and SQ8 are already lovely examples of the large premium SUV breed, but the RSQ8 can only be described as an outstanding feat of engineering.
A quarter of a million dollars buys you a 'sports' SUV that hammers hard in a straight line and can actually go around a bend. Of course, that's selling this car a little short – it's faster than any other SUV around the 'Ring, so you could really tear up a track in one of these if you really wanted to.
While $255,000 is quite a lot of money, the RSQ8 performance is still a relative bargain when you consider rivals from other brands – including some based on the same underpinnings.
The Porsche Cayenne Turbo GT? It costs $375,000 and it's slower around the Nurburgring (duh). Lamborghini Urus? More expensive again! The BMW X5 M Competition is admittedly $10,000 more affordable, though the hulking Mercedes-AMG GLE63 is $20,000 dearer.
And if $255k is a little steep for you, Audi will soon offer the regular RSQ8 with only a little less grunt and without some of the track-capable equipment, for $25,000 less. It's otherwise got the same general look and all the creature comforts, and what's 0.2 seconds between friends anyway?
All told, the RSQ8 performance may not have quite the enthusiast's appeal of an RS6 Avant, but boy you could do a lot worse if you're lucky enough to be shopping at this end of the market.
Interested in buying an Audi RSQ8? Let CarExpert find you the best deal hereMORE: Explore the Audi RSQ8 showroom
Content originally sourced from: CarExpert.com.auAudi RSQ8 Pros
Audi RSQ8 Cons
The most powerful production Audi with a combustion engine isn't the R8 supercar, nor the stonking RS6 Avant super wagon. Actually, it's this – the 2025 Audi RSQ8 performance.
Based on the flagship Q8 large luxury SUV, the RSQ8 performance has the most powerful combustion engine ever fitted to a series production Audi, and it's also the fastest SUV around the famed Nürburgring Nordschleife, with a verified lap time of 7:36.698 minutes.
It's no small feat, given the Audi RSQ8 shares its Volkswagen Group MLB evo underpinnings with the likes of the Porsche Cayenne and Lamborghini Urus. And it beat the Cayenne Turbo GT around the 'Green Hell' by more than two seconds.
At the heart of the RSQ8 performance is its beefed-up powertrain, with the 4.0-litre twin-turbo V8 with 48V mild-hybrid assistance massaged to deliver 471kW of power (+30kW) and 850Nm of torque, which is enough for Audi to claim a 0-100km/h acceleration time of just 3.6 seconds (-0.2s), making it one of the world's quickest SUVs bar none.
While the asking price has risen substantially, a number of equipment items included with the new RSQ8 performance were previously options on the pre-facelift RSQ8 to go with the boosted drivetrain – namely the carbon-ceramic brakes, which previously formed part of the optional $19,500 'RS dynamic package plus' pack.
So if you're in the market for a properly fast luxury car that can cart the whole family around affluent suburbs, is the RSQ8 performance your best bet?
We attended the Australian media launch to find out…
The Audi RSQ8 performance is priced from $255,800 plus on-road costs, making it a smidgen under $25,000 dearer than the just-announced non-'performance' RSQ8 that has been confirmed for Australian release later this year.
Compared to the pre-facelifted model, the 'standard' RSQ8 is about $2000 pricier than before, but it also brings the enhanced equipment levels applied across the updated Q8 range.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
If you like the interior of the standard Q8, you'll feel pretty at home here.
Save for the RS-specific front sports seats and flashes of available carbon twill trim inserts, it's very much the same tactile, attractive and premium-finished cabin from the base Q8.
The front seats offer full electric adjustment with memory presets, as well as heating and ventilation. Opt for the Sensory package ($9700) and you'll get massaging front seats alongside a suede headliner and a thumping 23-speaker Bang & Olufsen 3D premium sound system.
As standard, the Australian-spec RSQ8 performance gets the extended leather package, which applies fine Nappa leather trim across interior surfaces like the dashboard and upper instrument panel. Lower elements like the door armrests and centre console inlays are finished in regular leather.
The lovely Valcona leather upholstery on the seats looks and feels suitably high-end and, as you'd expect, the stitching and perforation details are top-notch.
Ahead of the driver are the usual 12.3-inch Audi virtual cockpit (instrument cluster) and 10.1-inch MMI touch (infotainment) digital displays, which are more integrated and conventional than the free-standing tablet-style displays from rival brands.
I personally love Audi's approach, from the configurable virtual dials to the retro line-bar tachometer and speedometer readouts, as well as the clicky haptic feedback you get from the central display, and the 8.0-inch touchscreen below it which acts as a climate control hub.
While the overall setup and interface hasn't changed much, the revised Q8 range gets new menus including a real-time driver assistance display, RS performance-specific virtual cockpit layouts, and a new homescreen for the MMI touch navigation display which also now offers app integration.
It may not be as flashy as the multimedia systems from BMW or Mercedes-Benz, but there's next to no learning curve required here. 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.
We didn't spend much time in the second row, but being a full-size SUV that rides on a 2998mm wheelbase (slightly shorter than the standard Q8) pays dividends if you're transporting fully grown adults often.
Like its platform mates – think Audi Q7, Volkswagen Touareg and Porsche Cayenne – the Audi Q8 easily accommodates above average-size humans (like 6'1″ me) and offers 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, and netted pockets on the front seat backs.
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 RSQ8 performance offers the same 605 litres of boot space as the standard Q8 with the second row in place, expanding to 1755 litres when they're folded.
The cargo area is nice and square, and there's no hump between the floor and seat backs when they're stowed. All variants come with a space-saver spare wheel under the boot floor, too.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The RSQ8 performance gets a more powerful version of the mild-hybrid 4.0-litre twin-turbo V8 fitted to the 'standard' RSQ8 as well as other Audi RS models like the RS6 and RS7.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
I've always said the Q8 and, better still, the RSQ8 would be my dream 'dad car' if I'm ever fortunate enough to have kids and enough money to be shopping at this end of the market.
Firing up the RSQ8 performance brings you a sinister growl amplified by the standard RS sports exhaust system and the fact the 'performance' spec removes about 5kg of sound deadening material from the rear-end to allow more of that glorious V8 note into the cabin.
We drove the RSQ8 from Brisbane Airport through to Kilcoy, about 100km northwest, over a mix of highways and winding B-roads, via a stop-off at Lakeside Raceway to do some 0-100km/h acceleration testing of both the RSQ8 and the new RS e-tron GT performance.
On the freeway, the RSQ8 performance is surprisingly calm and collected despite its massive 23-inch alloy wheels wrapped in Pirelli P Zero rubber. In its 'balanced' drive mode it strikes a nice… erm… balance between comfort and control, and even on coarser bitumen the tyres don't make much of a racket.
The lighter steering weight makes this hulking 5022mm-long, 2007mm-wide go-fast family hauler pretty easy to manoeuvre in daily settings, and the clever adaptive cruise assist function centres the vehicle within its lane while keeping a set distance from the car in front – taking the load off extended stints on the open road.
The roads around Lakeside Raceway are winding, leafy B-roads that gave us a good chance to get a feel for the RSQ8's impressive dynamic abilities.
Really, I don't know how Audi Sport's engineers have done it, given this vehicle weighs a claimed 2350kg unladen. To put this into simpler terms that the majority would better understand, it's like selecting Bowser in Mario Kart but getting the dynamics of Toad.
It's astonishing how well the RSQ8 performance grips up and changes direction. There's a lot of tech wizardry underneath, like the 48V anti-roll system and rear-wheel steering, but the sheer mechanical grip that comes from the massive 295/35 tyres is immense.
The big, fast Audi could benefit from more steering feedback, which is arguably what usually separates the brand's products from the Porsche stable, but while it's not super communicative it's certainly quick and accurate. I'd also like a little more weight as it feels a touch over-assisted.
On the makeshift dragstrip on Lakeside's main straight I couldn't quite match the electric RS e-tron GT's acceleration in the V8-engined RSQ8, but boy does this thing get moving in a straight line – and wow, the noise!
The reduced rear sound deadening really does let more exhaust note into the cabin, and who doesn't love the rumbling bellow of a German V8 combustion engine. All-paw grip gets it off the line very quickly, and Audi's 3.6-second claim from 0-100km/h is nothing to sneeze at.
It's a similar story in the bends as mentioned before, with the RSQ8 performance able to muscle itself out of corners and blast towards the horizon or the next bend faster than you can say 'oh mein Gott!' The air suspension hunkers down in dynamic mode and stiffens the dampers, making this a surprisingly capable corner-carver.
Some parts of physics refuse to go away, however. As hard as the clever chassis tries, it can't fully mask the sheer weight of this thing during hard cornering, where the elevated driving position further amplifies the weight transfer.
As noted earlier, Audi's technological know-how is evident in the driver assistance systems, which are both easy to use and intuitive in their execution.
The aforementioned adaptive cruise assist makes this feel like any other Q8 on the highway, and the standard 360-degree parking cameras with 3D projection means you won't fret about scratching those gorgeous rims.
Blind-spot monitoring and rear cross-traffic assist also aid over-the-shoulder visibility, which is somewhat impeded by the Q8's Sportback rear pillar design. It also has an automated parking assistant, if you're game.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Audi RSQ8 performance builds on the already comprehensive specification of the base RSQ8.
2025 Audi RSQ8 equipment highlights:
RSQ8 performance adds:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
A number of option packages are available with the Audi RSQ8 performance.
Sensory package: $9700
Matte carbon and black exterior styling package: $9800
RS design package plus – grey, red or blue: $4100
Single-item options include:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
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.
Standard safety equipment includes:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
Like the wider Audi range, the RSQ8 and RSQ8 performance are covered by a five-year, unlimited-kilometre warranty.
In addition to the five-year 'Service Plan', the company also offers 'Audi Advantage' packages which tack on two years of additional coverage to the warranty, service plan and roadside assistance for an upfront fee.
For the Audi RSQ8, where eligible*, the two-year Audi Advantage extension costs an additional $5720.
*If your vehicle is under eight years of age and travelled less than 120,000km
**Price shown for pre-update RSQ8
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Q8 and SQ8 are already lovely examples of the large premium SUV breed, but the RSQ8 can only be described as an outstanding feat of engineering.
A quarter of a million dollars buys you a 'sports' SUV that hammers hard in a straight line and can actually go around a bend. Of course, that's selling this car a little short – it's faster than any other SUV around the 'Ring, so you could really tear up a track in one of these if you really wanted to.
While $255,000 is quite a lot of money, the RSQ8 performance is still a relative bargain when you consider rivals from other brands – including some based on the same underpinnings.
The Porsche Cayenne Turbo GT? It costs $375,000 and it's slower around the Nurburgring (duh). Lamborghini Urus? More expensive again! The BMW X5 M Competition is admittedly $10,000 more affordable, though the hulking Mercedes-AMG GLE63 is $20,000 dearer.
And if $255k is a little steep for you, Audi will soon offer the regular RSQ8 with only a little less grunt and without some of the track-capable equipment, for $25,000 less. It's otherwise got the same general look and all the creature comforts, and what's 0.2 seconds between friends anyway?
All told, the RSQ8 performance may not have quite the enthusiast's appeal of an RS6 Avant, but boy you could do a lot worse if you're lucky enough to be shopping at this end of the market.
Interested in buying an Audi RSQ8? Let CarExpert find you the best deal hereMORE: Explore the Audi RSQ8 showroom
Content originally sourced from: CarExpert.com.auAudi RSQ8 Pros
Audi RSQ8 Cons
The most powerful production Audi with a combustion engine isn't the R8 supercar, nor the stonking RS6 Avant super wagon. Actually, it's this – the 2025 Audi RSQ8 performance.
Based on the flagship Q8 large luxury SUV, the RSQ8 performance has the most powerful combustion engine ever fitted to a series production Audi, and it's also the fastest SUV around the famed Nürburgring Nordschleife, with a verified lap time of 7:36.698 minutes.
It's no small feat, given the Audi RSQ8 shares its Volkswagen Group MLB evo underpinnings with the likes of the Porsche Cayenne and Lamborghini Urus. And it beat the Cayenne Turbo GT around the 'Green Hell' by more than two seconds.
At the heart of the RSQ8 performance is its beefed-up powertrain, with the 4.0-litre twin-turbo V8 with 48V mild-hybrid assistance massaged to deliver 471kW of power (+30kW) and 850Nm of torque, which is enough for Audi to claim a 0-100km/h acceleration time of just 3.6 seconds (-0.2s), making it one of the world's quickest SUVs bar none.
While the asking price has risen substantially, a number of equipment items included with the new RSQ8 performance were previously options on the pre-facelift RSQ8 to go with the boosted drivetrain – namely the carbon-ceramic brakes, which previously formed part of the optional $19,500 'RS dynamic package plus' pack.
So if you're in the market for a properly fast luxury car that can cart the whole family around affluent suburbs, is the RSQ8 performance your best bet?
We attended the Australian media launch to find out…
The Audi RSQ8 performance is priced from $255,800 plus on-road costs, making it a smidgen under $25,000 dearer than the just-announced non-'performance' RSQ8 that has been confirmed for Australian release later this year.
Compared to the pre-facelifted model, the 'standard' RSQ8 is about $2000 pricier than before, but it also brings the enhanced equipment levels applied across the updated Q8 range.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
If you like the interior of the standard Q8, you'll feel pretty at home here.
Save for the RS-specific front sports seats and flashes of available carbon twill trim inserts, it's very much the same tactile, attractive and premium-finished cabin from the base Q8.
The front seats offer full electric adjustment with memory presets, as well as heating and ventilation. Opt for the Sensory package ($9700) and you'll get massaging front seats alongside a suede headliner and a thumping 23-speaker Bang & Olufsen 3D premium sound system.
As standard, the Australian-spec RSQ8 performance gets the extended leather package, which applies fine Nappa leather trim across interior surfaces like the dashboard and upper instrument panel. Lower elements like the door armrests and centre console inlays are finished in regular leather.
The lovely Valcona leather upholstery on the seats looks and feels suitably high-end and, as you'd expect, the stitching and perforation details are top-notch.
Ahead of the driver are the usual 12.3-inch Audi virtual cockpit (instrument cluster) and 10.1-inch MMI touch (infotainment) digital displays, which are more integrated and conventional than the free-standing tablet-style displays from rival brands.
I personally love Audi's approach, from the configurable virtual dials to the retro line-bar tachometer and speedometer readouts, as well as the clicky haptic feedback you get from the central display, and the 8.0-inch touchscreen below it which acts as a climate control hub.
While the overall setup and interface hasn't changed much, the revised Q8 range gets new menus including a real-time driver assistance display, RS performance-specific virtual cockpit layouts, and a new homescreen for the MMI touch navigation display which also now offers app integration.
It may not be as flashy as the multimedia systems from BMW or Mercedes-Benz, but there's next to no learning curve required here. 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.
We didn't spend much time in the second row, but being a full-size SUV that rides on a 2998mm wheelbase (slightly shorter than the standard Q8) pays dividends if you're transporting fully grown adults often.
Like its platform mates – think Audi Q7, Volkswagen Touareg and Porsche Cayenne – the Audi Q8 easily accommodates above average-size humans (like 6'1″ me) and offers 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, and netted pockets on the front seat backs.
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 RSQ8 performance offers the same 605 litres of boot space as the standard Q8 with the second row in place, expanding to 1755 litres when they're folded.
The cargo area is nice and square, and there's no hump between the floor and seat backs when they're stowed. All variants come with a space-saver spare wheel under the boot floor, too.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The RSQ8 performance gets a more powerful version of the mild-hybrid 4.0-litre twin-turbo V8 fitted to the 'standard' RSQ8 as well as other Audi RS models like the RS6 and RS7.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
I've always said the Q8 and, better still, the RSQ8 would be my dream 'dad car' if I'm ever fortunate enough to have kids and enough money to be shopping at this end of the market.
Firing up the RSQ8 performance brings you a sinister growl amplified by the standard RS sports exhaust system and the fact the 'performance' spec removes about 5kg of sound deadening material from the rear-end to allow more of that glorious V8 note into the cabin.
We drove the RSQ8 from Brisbane Airport through to Kilcoy, about 100km northwest, over a mix of highways and winding B-roads, via a stop-off at Lakeside Raceway to do some 0-100km/h acceleration testing of both the RSQ8 and the new RS e-tron GT performance.
On the freeway, the RSQ8 performance is surprisingly calm and collected despite its massive 23-inch alloy wheels wrapped in Pirelli P Zero rubber. In its 'balanced' drive mode it strikes a nice… erm… balance between comfort and control, and even on coarser bitumen the tyres don't make much of a racket.
The lighter steering weight makes this hulking 5022mm-long, 2007mm-wide go-fast family hauler pretty easy to manoeuvre in daily settings, and the clever adaptive cruise assist function centres the vehicle within its lane while keeping a set distance from the car in front – taking the load off extended stints on the open road.
The roads around Lakeside Raceway are winding, leafy B-roads that gave us a good chance to get a feel for the RSQ8's impressive dynamic abilities.
Really, I don't know how Audi Sport's engineers have done it, given this vehicle weighs a claimed 2350kg unladen. To put this into simpler terms that the majority would better understand, it's like selecting Bowser in Mario Kart but getting the dynamics of Toad.
It's astonishing how well the RSQ8 performance grips up and changes direction. There's a lot of tech wizardry underneath, like the 48V anti-roll system and rear-wheel steering, but the sheer mechanical grip that comes from the massive 295/35 tyres is immense.
The big, fast Audi could benefit from more steering feedback, which is arguably what usually separates the brand's products from the Porsche stable, but while it's not super communicative it's certainly quick and accurate. I'd also like a little more weight as it feels a touch over-assisted.
On the makeshift dragstrip on Lakeside's main straight I couldn't quite match the electric RS e-tron GT's acceleration in the V8-engined RSQ8, but boy does this thing get moving in a straight line – and wow, the noise!
The reduced rear sound deadening really does let more exhaust note into the cabin, and who doesn't love the rumbling bellow of a German V8 combustion engine. All-paw grip gets it off the line very quickly, and Audi's 3.6-second claim from 0-100km/h is nothing to sneeze at.
It's a similar story in the bends as mentioned before, with the RSQ8 performance able to muscle itself out of corners and blast towards the horizon or the next bend faster than you can say 'oh mein Gott!' The air suspension hunkers down in dynamic mode and stiffens the dampers, making this a surprisingly capable corner-carver.
Some parts of physics refuse to go away, however. As hard as the clever chassis tries, it can't fully mask the sheer weight of this thing during hard cornering, where the elevated driving position further amplifies the weight transfer.
As noted earlier, Audi's technological know-how is evident in the driver assistance systems, which are both easy to use and intuitive in their execution.
The aforementioned adaptive cruise assist makes this feel like any other Q8 on the highway, and the standard 360-degree parking cameras with 3D projection means you won't fret about scratching those gorgeous rims.
Blind-spot monitoring and rear cross-traffic assist also aid over-the-shoulder visibility, which is somewhat impeded by the Q8's Sportback rear pillar design. It also has an automated parking assistant, if you're game.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Audi RSQ8 performance builds on the already comprehensive specification of the base RSQ8.
2025 Audi RSQ8 equipment highlights:
RSQ8 performance adds:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
A number of option packages are available with the Audi RSQ8 performance.
Sensory package: $9700
Matte carbon and black exterior styling package: $9800
RS design package plus – grey, red or blue: $4100
Single-item options include:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
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.
Standard safety equipment includes:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
Like the wider Audi range, the RSQ8 and RSQ8 performance are covered by a five-year, unlimited-kilometre warranty.
In addition to the five-year 'Service Plan', the company also offers 'Audi Advantage' packages which tack on two years of additional coverage to the warranty, service plan and roadside assistance for an upfront fee.
For the Audi RSQ8, where eligible*, the two-year Audi Advantage extension costs an additional $5720.
*If your vehicle is under eight years of age and travelled less than 120,000km
**Price shown for pre-update RSQ8
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Q8 and SQ8 are already lovely examples of the large premium SUV breed, but the RSQ8 can only be described as an outstanding feat of engineering.
A quarter of a million dollars buys you a 'sports' SUV that hammers hard in a straight line and can actually go around a bend. Of course, that's selling this car a little short – it's faster than any other SUV around the 'Ring, so you could really tear up a track in one of these if you really wanted to.
While $255,000 is quite a lot of money, the RSQ8 performance is still a relative bargain when you consider rivals from other brands – including some based on the same underpinnings.
The Porsche Cayenne Turbo GT? It costs $375,000 and it's slower around the Nurburgring (duh). Lamborghini Urus? More expensive again! The BMW X5 M Competition is admittedly $10,000 more affordable, though the hulking Mercedes-AMG GLE63 is $20,000 dearer.
And if $255k is a little steep for you, Audi will soon offer the regular RSQ8 with only a little less grunt and without some of the track-capable equipment, for $25,000 less. It's otherwise got the same general look and all the creature comforts, and what's 0.2 seconds between friends anyway?
All told, the RSQ8 performance may not have quite the enthusiast's appeal of an RS6 Avant, but boy you could do a lot worse if you're lucky enough to be shopping at this end of the market.
Interested in buying an Audi RSQ8? Let CarExpert find you the best deal hereMORE: Explore the Audi RSQ8 showroom
Content originally sourced from: CarExpert.com.auAudi RSQ8 Pros
Audi RSQ8 Cons
The most powerful production Audi with a combustion engine isn't the R8 supercar, nor the stonking RS6 Avant super wagon. Actually, it's this – the 2025 Audi RSQ8 performance.
Based on the flagship Q8 large luxury SUV, the RSQ8 performance has the most powerful combustion engine ever fitted to a series production Audi, and it's also the fastest SUV around the famed Nürburgring Nordschleife, with a verified lap time of 7:36.698 minutes.
It's no small feat, given the Audi RSQ8 shares its Volkswagen Group MLB evo underpinnings with the likes of the Porsche Cayenne and Lamborghini Urus. And it beat the Cayenne Turbo GT around the 'Green Hell' by more than two seconds.
At the heart of the RSQ8 performance is its beefed-up powertrain, with the 4.0-litre twin-turbo V8 with 48V mild-hybrid assistance massaged to deliver 471kW of power (+30kW) and 850Nm of torque, which is enough for Audi to claim a 0-100km/h acceleration time of just 3.6 seconds (-0.2s), making it one of the world's quickest SUVs bar none.
While the asking price has risen substantially, a number of equipment items included with the new RSQ8 performance were previously options on the pre-facelift RSQ8 to go with the boosted drivetrain – namely the carbon-ceramic brakes, which previously formed part of the optional $19,500 'RS dynamic package plus' pack.
So if you're in the market for a properly fast luxury car that can cart the whole family around affluent suburbs, is the RSQ8 performance your best bet?
We attended the Australian media launch to find out…
The Audi RSQ8 performance is priced from $255,800 plus on-road costs, making it a smidgen under $25,000 dearer than the just-announced non-'performance' RSQ8 that has been confirmed for Australian release later this year.
Compared to the pre-facelifted model, the 'standard' RSQ8 is about $2000 pricier than before, but it also brings the enhanced equipment levels applied across the updated Q8 range.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
If you like the interior of the standard Q8, you'll feel pretty at home here.
Save for the RS-specific front sports seats and flashes of available carbon twill trim inserts, it's very much the same tactile, attractive and premium-finished cabin from the base Q8.
The front seats offer full electric adjustment with memory presets, as well as heating and ventilation. Opt for the Sensory package ($9700) and you'll get massaging front seats alongside a suede headliner and a thumping 23-speaker Bang & Olufsen 3D premium sound system.
As standard, the Australian-spec RSQ8 performance gets the extended leather package, which applies fine Nappa leather trim across interior surfaces like the dashboard and upper instrument panel. Lower elements like the door armrests and centre console inlays are finished in regular leather.
The lovely Valcona leather upholstery on the seats looks and feels suitably high-end and, as you'd expect, the stitching and perforation details are top-notch.
Ahead of the driver are the usual 12.3-inch Audi virtual cockpit (instrument cluster) and 10.1-inch MMI touch (infotainment) digital displays, which are more integrated and conventional than the free-standing tablet-style displays from rival brands.
I personally love Audi's approach, from the configurable virtual dials to the retro line-bar tachometer and speedometer readouts, as well as the clicky haptic feedback you get from the central display, and the 8.0-inch touchscreen below it which acts as a climate control hub.
While the overall setup and interface hasn't changed much, the revised Q8 range gets new menus including a real-time driver assistance display, RS performance-specific virtual cockpit layouts, and a new homescreen for the MMI touch navigation display which also now offers app integration.
It may not be as flashy as the multimedia systems from BMW or Mercedes-Benz, but there's next to no learning curve required here. 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.
We didn't spend much time in the second row, but being a full-size SUV that rides on a 2998mm wheelbase (slightly shorter than the standard Q8) pays dividends if you're transporting fully grown adults often.
Like its platform mates – think Audi Q7, Volkswagen Touareg and Porsche Cayenne – the Audi Q8 easily accommodates above average-size humans (like 6'1″ me) and offers 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, and netted pockets on the front seat backs.
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 RSQ8 performance offers the same 605 litres of boot space as the standard Q8 with the second row in place, expanding to 1755 litres when they're folded.
The cargo area is nice and square, and there's no hump between the floor and seat backs when they're stowed. All variants come with a space-saver spare wheel under the boot floor, too.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The RSQ8 performance gets a more powerful version of the mild-hybrid 4.0-litre twin-turbo V8 fitted to the 'standard' RSQ8 as well as other Audi RS models like the RS6 and RS7.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
I've always said the Q8 and, better still, the RSQ8 would be my dream 'dad car' if I'm ever fortunate enough to have kids and enough money to be shopping at this end of the market.
Firing up the RSQ8 performance brings you a sinister growl amplified by the standard RS sports exhaust system and the fact the 'performance' spec removes about 5kg of sound deadening material from the rear-end to allow more of that glorious V8 note into the cabin.
We drove the RSQ8 from Brisbane Airport through to Kilcoy, about 100km northwest, over a mix of highways and winding B-roads, via a stop-off at Lakeside Raceway to do some 0-100km/h acceleration testing of both the RSQ8 and the new RS e-tron GT performance.
On the freeway, the RSQ8 performance is surprisingly calm and collected despite its massive 23-inch alloy wheels wrapped in Pirelli P Zero rubber. In its 'balanced' drive mode it strikes a nice… erm… balance between comfort and control, and even on coarser bitumen the tyres don't make much of a racket.
The lighter steering weight makes this hulking 5022mm-long, 2007mm-wide go-fast family hauler pretty easy to manoeuvre in daily settings, and the clever adaptive cruise assist function centres the vehicle within its lane while keeping a set distance from the car in front – taking the load off extended stints on the open road.
The roads around Lakeside Raceway are winding, leafy B-roads that gave us a good chance to get a feel for the RSQ8's impressive dynamic abilities.
Really, I don't know how Audi Sport's engineers have done it, given this vehicle weighs a claimed 2350kg unladen. To put this into simpler terms that the majority would better understand, it's like selecting Bowser in Mario Kart but getting the dynamics of Toad.
It's astonishing how well the RSQ8 performance grips up and changes direction. There's a lot of tech wizardry underneath, like the 48V anti-roll system and rear-wheel steering, but the sheer mechanical grip that comes from the massive 295/35 tyres is immense.
The big, fast Audi could benefit from more steering feedback, which is arguably what usually separates the brand's products from the Porsche stable, but while it's not super communicative it's certainly quick and accurate. I'd also like a little more weight as it feels a touch over-assisted.
On the makeshift dragstrip on Lakeside's main straight I couldn't quite match the electric RS e-tron GT's acceleration in the V8-engined RSQ8, but boy does this thing get moving in a straight line – and wow, the noise!
The reduced rear sound deadening really does let more exhaust note into the cabin, and who doesn't love the rumbling bellow of a German V8 combustion engine. All-paw grip gets it off the line very quickly, and Audi's 3.6-second claim from 0-100km/h is nothing to sneeze at.
It's a similar story in the bends as mentioned before, with the RSQ8 performance able to muscle itself out of corners and blast towards the horizon or the next bend faster than you can say 'oh mein Gott!' The air suspension hunkers down in dynamic mode and stiffens the dampers, making this a surprisingly capable corner-carver.
Some parts of physics refuse to go away, however. As hard as the clever chassis tries, it can't fully mask the sheer weight of this thing during hard cornering, where the elevated driving position further amplifies the weight transfer.
As noted earlier, Audi's technological know-how is evident in the driver assistance systems, which are both easy to use and intuitive in their execution.
The aforementioned adaptive cruise assist makes this feel like any other Q8 on the highway, and the standard 360-degree parking cameras with 3D projection means you won't fret about scratching those gorgeous rims.
Blind-spot monitoring and rear cross-traffic assist also aid over-the-shoulder visibility, which is somewhat impeded by the Q8's Sportback rear pillar design. It also has an automated parking assistant, if you're game.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Audi RSQ8 performance builds on the already comprehensive specification of the base RSQ8.
2025 Audi RSQ8 equipment highlights:
RSQ8 performance adds:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
A number of option packages are available with the Audi RSQ8 performance.
Sensory package: $9700
Matte carbon and black exterior styling package: $9800
RS design package plus – grey, red or blue: $4100
Single-item options include:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
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.
Standard safety equipment includes:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
Like the wider Audi range, the RSQ8 and RSQ8 performance are covered by a five-year, unlimited-kilometre warranty.
In addition to the five-year 'Service Plan', the company also offers 'Audi Advantage' packages which tack on two years of additional coverage to the warranty, service plan and roadside assistance for an upfront fee.
For the Audi RSQ8, where eligible*, the two-year Audi Advantage extension costs an additional $5720.
*If your vehicle is under eight years of age and travelled less than 120,000km
**Price shown for pre-update RSQ8
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Q8 and SQ8 are already lovely examples of the large premium SUV breed, but the RSQ8 can only be described as an outstanding feat of engineering.
A quarter of a million dollars buys you a 'sports' SUV that hammers hard in a straight line and can actually go around a bend. Of course, that's selling this car a little short – it's faster than any other SUV around the 'Ring, so you could really tear up a track in one of these if you really wanted to.
While $255,000 is quite a lot of money, the RSQ8 performance is still a relative bargain when you consider rivals from other brands – including some based on the same underpinnings.
The Porsche Cayenne Turbo GT? It costs $375,000 and it's slower around the Nurburgring (duh). Lamborghini Urus? More expensive again! The BMW X5 M Competition is admittedly $10,000 more affordable, though the hulking Mercedes-AMG GLE63 is $20,000 dearer.
And if $255k is a little steep for you, Audi will soon offer the regular RSQ8 with only a little less grunt and without some of the track-capable equipment, for $25,000 less. It's otherwise got the same general look and all the creature comforts, and what's 0.2 seconds between friends anyway?
All told, the RSQ8 performance may not have quite the enthusiast's appeal of an RS6 Avant, but boy you could do a lot worse if you're lucky enough to be shopping at this end of the market.
Interested in buying an Audi RSQ8? Let CarExpert find you the best deal hereMORE: Explore the Audi RSQ8 showroom
Content originally sourced from: CarExpert.com.au
Audi RSQ8 Cons
The most powerful production Audi with a combustion engine isn't the R8 supercar, nor the stonking RS6 Avant super wagon. Actually, it's this – the 2025 Audi RSQ8 performance.
Based on the flagship Q8 large luxury SUV, the RSQ8 performance has the most powerful combustion engine ever fitted to a series production Audi, and it's also the fastest SUV around the famed Nürburgring Nordschleife, with a verified lap time of 7:36.698 minutes.
It's no small feat, given the Audi RSQ8 shares its Volkswagen Group MLB evo underpinnings with the likes of the Porsche Cayenne and Lamborghini Urus. And it beat the Cayenne Turbo GT around the 'Green Hell' by more than two seconds.
At the heart of the RSQ8 performance is its beefed-up powertrain, with the 4.0-litre twin-turbo V8 with 48V mild-hybrid assistance massaged to deliver 471kW of power (+30kW) and 850Nm of torque, which is enough for Audi to claim a 0-100km/h acceleration time of just 3.6 seconds (-0.2s), making it one of the world's quickest SUVs bar none.
While the asking price has risen substantially, a number of equipment items included with the new RSQ8 performance were previously options on the pre-facelift RSQ8 to go with the boosted drivetrain – namely the carbon-ceramic brakes, which previously formed part of the optional $19,500 'RS dynamic package plus' pack.
So if you're in the market for a properly fast luxury car that can cart the whole family around affluent suburbs, is the RSQ8 performance your best bet?
We attended the Australian media launch to find out…
The Audi RSQ8 performance is priced from $255,800 plus on-road costs, making it a smidgen under $25,000 dearer than the just-announced non-'performance' RSQ8 that has been confirmed for Australian release later this year.
Compared to the pre-facelifted model, the 'standard' RSQ8 is about $2000 pricier than before, but it also brings the enhanced equipment levels applied across the updated Q8 range.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
If you like the interior of the standard Q8, you'll feel pretty at home here.
Save for the RS-specific front sports seats and flashes of available carbon twill trim inserts, it's very much the same tactile, attractive and premium-finished cabin from the base Q8.
The front seats offer full electric adjustment with memory presets, as well as heating and ventilation. Opt for the Sensory package ($9700) and you'll get massaging front seats alongside a suede headliner and a thumping 23-speaker Bang & Olufsen 3D premium sound system.
As standard, the Australian-spec RSQ8 performance gets the extended leather package, which applies fine Nappa leather trim across interior surfaces like the dashboard and upper instrument panel. Lower elements like the door armrests and centre console inlays are finished in regular leather.
The lovely Valcona leather upholstery on the seats looks and feels suitably high-end and, as you'd expect, the stitching and perforation details are top-notch.
Ahead of the driver are the usual 12.3-inch Audi virtual cockpit (instrument cluster) and 10.1-inch MMI touch (infotainment) digital displays, which are more integrated and conventional than the free-standing tablet-style displays from rival brands.
I personally love Audi's approach, from the configurable virtual dials to the retro line-bar tachometer and speedometer readouts, as well as the clicky haptic feedback you get from the central display, and the 8.0-inch touchscreen below it which acts as a climate control hub.
While the overall setup and interface hasn't changed much, the revised Q8 range gets new menus including a real-time driver assistance display, RS performance-specific virtual cockpit layouts, and a new homescreen for the MMI touch navigation display which also now offers app integration.
It may not be as flashy as the multimedia systems from BMW or Mercedes-Benz, but there's next to no learning curve required here. 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.
We didn't spend much time in the second row, but being a full-size SUV that rides on a 2998mm wheelbase (slightly shorter than the standard Q8) pays dividends if you're transporting fully grown adults often.
Like its platform mates – think Audi Q7, Volkswagen Touareg and Porsche Cayenne – the Audi Q8 easily accommodates above average-size humans (like 6'1″ me) and offers 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, and netted pockets on the front seat backs.
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 RSQ8 performance offers the same 605 litres of boot space as the standard Q8 with the second row in place, expanding to 1755 litres when they're folded.
The cargo area is nice and square, and there's no hump between the floor and seat backs when they're stowed. All variants come with a space-saver spare wheel under the boot floor, too.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The RSQ8 performance gets a more powerful version of the mild-hybrid 4.0-litre twin-turbo V8 fitted to the 'standard' RSQ8 as well as other Audi RS models like the RS6 and RS7.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
I've always said the Q8 and, better still, the RSQ8 would be my dream 'dad car' if I'm ever fortunate enough to have kids and enough money to be shopping at this end of the market.
Firing up the RSQ8 performance brings you a sinister growl amplified by the standard RS sports exhaust system and the fact the 'performance' spec removes about 5kg of sound deadening material from the rear-end to allow more of that glorious V8 note into the cabin.
We drove the RSQ8 from Brisbane Airport through to Kilcoy, about 100km northwest, over a mix of highways and winding B-roads, via a stop-off at Lakeside Raceway to do some 0-100km/h acceleration testing of both the RSQ8 and the new RS e-tron GT performance.
On the freeway, the RSQ8 performance is surprisingly calm and collected despite its massive 23-inch alloy wheels wrapped in Pirelli P Zero rubber. In its 'balanced' drive mode it strikes a nice… erm… balance between comfort and control, and even on coarser bitumen the tyres don't make much of a racket.
The lighter steering weight makes this hulking 5022mm-long, 2007mm-wide go-fast family hauler pretty easy to manoeuvre in daily settings, and the clever adaptive cruise assist function centres the vehicle within its lane while keeping a set distance from the car in front – taking the load off extended stints on the open road.
The roads around Lakeside Raceway are winding, leafy B-roads that gave us a good chance to get a feel for the RSQ8's impressive dynamic abilities.
Really, I don't know how Audi Sport's engineers have done it, given this vehicle weighs a claimed 2350kg unladen. To put this into simpler terms that the majority would better understand, it's like selecting Bowser in Mario Kart but getting the dynamics of Toad.
It's astonishing how well the RSQ8 performance grips up and changes direction. There's a lot of tech wizardry underneath, like the 48V anti-roll system and rear-wheel steering, but the sheer mechanical grip that comes from the massive 295/35 tyres is immense.
The big, fast Audi could benefit from more steering feedback, which is arguably what usually separates the brand's products from the Porsche stable, but while it's not super communicative it's certainly quick and accurate. I'd also like a little more weight as it feels a touch over-assisted.
On the makeshift dragstrip on Lakeside's main straight I couldn't quite match the electric RS e-tron GT's acceleration in the V8-engined RSQ8, but boy does this thing get moving in a straight line – and wow, the noise!
The reduced rear sound deadening really does let more exhaust note into the cabin, and who doesn't love the rumbling bellow of a German V8 combustion engine. All-paw grip gets it off the line very quickly, and Audi's 3.6-second claim from 0-100km/h is nothing to sneeze at.
It's a similar story in the bends as mentioned before, with the RSQ8 performance able to muscle itself out of corners and blast towards the horizon or the next bend faster than you can say 'oh mein Gott!' The air suspension hunkers down in dynamic mode and stiffens the dampers, making this a surprisingly capable corner-carver.
Some parts of physics refuse to go away, however. As hard as the clever chassis tries, it can't fully mask the sheer weight of this thing during hard cornering, where the elevated driving position further amplifies the weight transfer.
As noted earlier, Audi's technological know-how is evident in the driver assistance systems, which are both easy to use and intuitive in their execution.
The aforementioned adaptive cruise assist makes this feel like any other Q8 on the highway, and the standard 360-degree parking cameras with 3D projection means you won't fret about scratching those gorgeous rims.
Blind-spot monitoring and rear cross-traffic assist also aid over-the-shoulder visibility, which is somewhat impeded by the Q8's Sportback rear pillar design. It also has an automated parking assistant, if you're game.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Audi RSQ8 performance builds on the already comprehensive specification of the base RSQ8.
2025 Audi RSQ8 equipment highlights:
RSQ8 performance adds:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
A number of option packages are available with the Audi RSQ8 performance.
Sensory package: $9700
Matte carbon and black exterior styling package: $9800
RS design package plus – grey, red or blue: $4100
Single-item options include:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
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.
Standard safety equipment includes:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
Like the wider Audi range, the RSQ8 and RSQ8 performance are covered by a five-year, unlimited-kilometre warranty.
In addition to the five-year 'Service Plan', the company also offers 'Audi Advantage' packages which tack on two years of additional coverage to the warranty, service plan and roadside assistance for an upfront fee.
For the Audi RSQ8, where eligible*, the two-year Audi Advantage extension costs an additional $5720.
*If your vehicle is under eight years of age and travelled less than 120,000km
**Price shown for pre-update RSQ8
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Q8 and SQ8 are already lovely examples of the large premium SUV breed, but the RSQ8 can only be described as an outstanding feat of engineering.
A quarter of a million dollars buys you a 'sports' SUV that hammers hard in a straight line and can actually go around a bend. Of course, that's selling this car a little short – it's faster than any other SUV around the 'Ring, so you could really tear up a track in one of these if you really wanted to.
While $255,000 is quite a lot of money, the RSQ8 performance is still a relative bargain when you consider rivals from other brands – including some based on the same underpinnings.
The Porsche Cayenne Turbo GT? It costs $375,000 and it's slower around the Nurburgring (duh). Lamborghini Urus? More expensive again! The BMW X5 M Competition is admittedly $10,000 more affordable, though the hulking Mercedes-AMG GLE63 is $20,000 dearer.
And if $255k is a little steep for you, Audi will soon offer the regular RSQ8 with only a little less grunt and without some of the track-capable equipment, for $25,000 less. It's otherwise got the same general look and all the creature comforts, and what's 0.2 seconds between friends anyway?
All told, the RSQ8 performance may not have quite the enthusiast's appeal of an RS6 Avant, but boy you could do a lot worse if you're lucky enough to be shopping at this end of the market.
Interested in buying an Audi RSQ8? Let CarExpert find you the best deal hereMORE: Explore the Audi RSQ8 showroom
Content originally sourced from: CarExpert.com.auAudi RSQ8 Pros
Audi RSQ8 Cons
The most powerful production Audi with a combustion engine isn't the R8 supercar, nor the stonking RS6 Avant super wagon. Actually, it's this – the 2025 Audi RSQ8 performance.
Based on the flagship Q8 large luxury SUV, the RSQ8 performance has the most powerful combustion engine ever fitted to a series production Audi, and it's also the fastest SUV around the famed Nürburgring Nordschleife, with a verified lap time of 7:36.698 minutes.
It's no small feat, given the Audi RSQ8 shares its Volkswagen Group MLB evo underpinnings with the likes of the Porsche Cayenne and Lamborghini Urus. And it beat the Cayenne Turbo GT around the 'Green Hell' by more than two seconds.
At the heart of the RSQ8 performance is its beefed-up powertrain, with the 4.0-litre twin-turbo V8 with 48V mild-hybrid assistance massaged to deliver 471kW of power (+30kW) and 850Nm of torque, which is enough for Audi to claim a 0-100km/h acceleration time of just 3.6 seconds (-0.2s), making it one of the world's quickest SUVs bar none.
While the asking price has risen substantially, a number of equipment items included with the new RSQ8 performance were previously options on the pre-facelift RSQ8 to go with the boosted drivetrain – namely the carbon-ceramic brakes, which previously formed part of the optional $19,500 'RS dynamic package plus' pack.
So if you're in the market for a properly fast luxury car that can cart the whole family around affluent suburbs, is the RSQ8 performance your best bet?
We attended the Australian media launch to find out…
The Audi RSQ8 performance is priced from $255,800 plus on-road costs, making it a smidgen under $25,000 dearer than the just-announced non-'performance' RSQ8 that has been confirmed for Australian release later this year.
Compared to the pre-facelifted model, the 'standard' RSQ8 is about $2000 pricier than before, but it also brings the enhanced equipment levels applied across the updated Q8 range.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
If you like the interior of the standard Q8, you'll feel pretty at home here.
Save for the RS-specific front sports seats and flashes of available carbon twill trim inserts, it's very much the same tactile, attractive and premium-finished cabin from the base Q8.
The front seats offer full electric adjustment with memory presets, as well as heating and ventilation. Opt for the Sensory package ($9700) and you'll get massaging front seats alongside a suede headliner and a thumping 23-speaker Bang & Olufsen 3D premium sound system.
As standard, the Australian-spec RSQ8 performance gets the extended leather package, which applies fine Nappa leather trim across interior surfaces like the dashboard and upper instrument panel. Lower elements like the door armrests and centre console inlays are finished in regular leather.
The lovely Valcona leather upholstery on the seats looks and feels suitably high-end and, as you'd expect, the stitching and perforation details are top-notch.
Ahead of the driver are the usual 12.3-inch Audi virtual cockpit (instrument cluster) and 10.1-inch MMI touch (infotainment) digital displays, which are more integrated and conventional than the free-standing tablet-style displays from rival brands.
I personally love Audi's approach, from the configurable virtual dials to the retro line-bar tachometer and speedometer readouts, as well as the clicky haptic feedback you get from the central display, and the 8.0-inch touchscreen below it which acts as a climate control hub.
While the overall setup and interface hasn't changed much, the revised Q8 range gets new menus including a real-time driver assistance display, RS performance-specific virtual cockpit layouts, and a new homescreen for the MMI touch navigation display which also now offers app integration.
It may not be as flashy as the multimedia systems from BMW or Mercedes-Benz, but there's next to no learning curve required here. 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.
We didn't spend much time in the second row, but being a full-size SUV that rides on a 2998mm wheelbase (slightly shorter than the standard Q8) pays dividends if you're transporting fully grown adults often.
Like its platform mates – think Audi Q7, Volkswagen Touareg and Porsche Cayenne – the Audi Q8 easily accommodates above average-size humans (like 6'1″ me) and offers 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, and netted pockets on the front seat backs.
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 RSQ8 performance offers the same 605 litres of boot space as the standard Q8 with the second row in place, expanding to 1755 litres when they're folded.
The cargo area is nice and square, and there's no hump between the floor and seat backs when they're stowed. All variants come with a space-saver spare wheel under the boot floor, too.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The RSQ8 performance gets a more powerful version of the mild-hybrid 4.0-litre twin-turbo V8 fitted to the 'standard' RSQ8 as well as other Audi RS models like the RS6 and RS7.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
I've always said the Q8 and, better still, the RSQ8 would be my dream 'dad car' if I'm ever fortunate enough to have kids and enough money to be shopping at this end of the market.
Firing up the RSQ8 performance brings you a sinister growl amplified by the standard RS sports exhaust system and the fact the 'performance' spec removes about 5kg of sound deadening material from the rear-end to allow more of that glorious V8 note into the cabin.
We drove the RSQ8 from Brisbane Airport through to Kilcoy, about 100km northwest, over a mix of highways and winding B-roads, via a stop-off at Lakeside Raceway to do some 0-100km/h acceleration testing of both the RSQ8 and the new RS e-tron GT performance.
On the freeway, the RSQ8 performance is surprisingly calm and collected despite its massive 23-inch alloy wheels wrapped in Pirelli P Zero rubber. In its 'balanced' drive mode it strikes a nice… erm… balance between comfort and control, and even on coarser bitumen the tyres don't make much of a racket.
The lighter steering weight makes this hulking 5022mm-long, 2007mm-wide go-fast family hauler pretty easy to manoeuvre in daily settings, and the clever adaptive cruise assist function centres the vehicle within its lane while keeping a set distance from the car in front – taking the load off extended stints on the open road.
The roads around Lakeside Raceway are winding, leafy B-roads that gave us a good chance to get a feel for the RSQ8's impressive dynamic abilities.
Really, I don't know how Audi Sport's engineers have done it, given this vehicle weighs a claimed 2350kg unladen. To put this into simpler terms that the majority would better understand, it's like selecting Bowser in Mario Kart but getting the dynamics of Toad.
It's astonishing how well the RSQ8 performance grips up and changes direction. There's a lot of tech wizardry underneath, like the 48V anti-roll system and rear-wheel steering, but the sheer mechanical grip that comes from the massive 295/35 tyres is immense.
The big, fast Audi could benefit from more steering feedback, which is arguably what usually separates the brand's products from the Porsche stable, but while it's not super communicative it's certainly quick and accurate. I'd also like a little more weight as it feels a touch over-assisted.
On the makeshift dragstrip on Lakeside's main straight I couldn't quite match the electric RS e-tron GT's acceleration in the V8-engined RSQ8, but boy does this thing get moving in a straight line – and wow, the noise!
The reduced rear sound deadening really does let more exhaust note into the cabin, and who doesn't love the rumbling bellow of a German V8 combustion engine. All-paw grip gets it off the line very quickly, and Audi's 3.6-second claim from 0-100km/h is nothing to sneeze at.
It's a similar story in the bends as mentioned before, with the RSQ8 performance able to muscle itself out of corners and blast towards the horizon or the next bend faster than you can say 'oh mein Gott!' The air suspension hunkers down in dynamic mode and stiffens the dampers, making this a surprisingly capable corner-carver.
Some parts of physics refuse to go away, however. As hard as the clever chassis tries, it can't fully mask the sheer weight of this thing during hard cornering, where the elevated driving position further amplifies the weight transfer.
As noted earlier, Audi's technological know-how is evident in the driver assistance systems, which are both easy to use and intuitive in their execution.
The aforementioned adaptive cruise assist makes this feel like any other Q8 on the highway, and the standard 360-degree parking cameras with 3D projection means you won't fret about scratching those gorgeous rims.
Blind-spot monitoring and rear cross-traffic assist also aid over-the-shoulder visibility, which is somewhat impeded by the Q8's Sportback rear pillar design. It also has an automated parking assistant, if you're game.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Audi RSQ8 performance builds on the already comprehensive specification of the base RSQ8.
2025 Audi RSQ8 equipment highlights:
RSQ8 performance adds:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
A number of option packages are available with the Audi RSQ8 performance.
Sensory package: $9700
Matte carbon and black exterior styling package: $9800
RS design package plus – grey, red or blue: $4100
Single-item options include:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
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.
Standard safety equipment includes:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
Like the wider Audi range, the RSQ8 and RSQ8 performance are covered by a five-year, unlimited-kilometre warranty.
In addition to the five-year 'Service Plan', the company also offers 'Audi Advantage' packages which tack on two years of additional coverage to the warranty, service plan and roadside assistance for an upfront fee.
For the Audi RSQ8, where eligible*, the two-year Audi Advantage extension costs an additional $5720.
*If your vehicle is under eight years of age and travelled less than 120,000km
**Price shown for pre-update RSQ8
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Q8 and SQ8 are already lovely examples of the large premium SUV breed, but the RSQ8 can only be described as an outstanding feat of engineering.
A quarter of a million dollars buys you a 'sports' SUV that hammers hard in a straight line and can actually go around a bend. Of course, that's selling this car a little short – it's faster than any other SUV around the 'Ring, so you could really tear up a track in one of these if you really wanted to.
While $255,000 is quite a lot of money, the RSQ8 performance is still a relative bargain when you consider rivals from other brands – including some based on the same underpinnings.
The Porsche Cayenne Turbo GT? It costs $375,000 and it's slower around the Nurburgring (duh). Lamborghini Urus? More expensive again! The BMW X5 M Competition is admittedly $10,000 more affordable, though the hulking Mercedes-AMG GLE63 is $20,000 dearer.
And if $255k is a little steep for you, Audi will soon offer the regular RSQ8 with only a little less grunt and without some of the track-capable equipment, for $25,000 less. It's otherwise got the same general look and all the creature comforts, and what's 0.2 seconds between friends anyway?
All told, the RSQ8 performance may not have quite the enthusiast's appeal of an RS6 Avant, but boy you could do a lot worse if you're lucky enough to be shopping at this end of the market.
Interested in buying an Audi RSQ8? Let CarExpert find you the best deal hereMORE: Explore the Audi RSQ8 showroom
Content originally sourced from: CarExpert.com.auAudi RSQ8 Pros
Audi RSQ8 Cons
The most powerful production Audi with a combustion engine isn't the R8 supercar, nor the stonking RS6 Avant super wagon. Actually, it's this – the 2025 Audi RSQ8 performance.
Based on the flagship Q8 large luxury SUV, the RSQ8 performance has the most powerful combustion engine ever fitted to a series production Audi, and it's also the fastest SUV around the famed Nürburgring Nordschleife, with a verified lap time of 7:36.698 minutes.
It's no small feat, given the Audi RSQ8 shares its Volkswagen Group MLB evo underpinnings with the likes of the Porsche Cayenne and Lamborghini Urus. And it beat the Cayenne Turbo GT around the 'Green Hell' by more than two seconds.
At the heart of the RSQ8 performance is its beefed-up powertrain, with the 4.0-litre twin-turbo V8 with 48V mild-hybrid assistance massaged to deliver 471kW of power (+30kW) and 850Nm of torque, which is enough for Audi to claim a 0-100km/h acceleration time of just 3.6 seconds (-0.2s), making it one of the world's quickest SUVs bar none.
While the asking price has risen substantially, a number of equipment items included with the new RSQ8 performance were previously options on the pre-facelift RSQ8 to go with the boosted drivetrain – namely the carbon-ceramic brakes, which previously formed part of the optional $19,500 'RS dynamic package plus' pack.
So if you're in the market for a properly fast luxury car that can cart the whole family around affluent suburbs, is the RSQ8 performance your best bet?
We attended the Australian media launch to find out…
The Audi RSQ8 performance is priced from $255,800 plus on-road costs, making it a smidgen under $25,000 dearer than the just-announced non-'performance' RSQ8 that has been confirmed for Australian release later this year.
Compared to the pre-facelifted model, the 'standard' RSQ8 is about $2000 pricier than before, but it also brings the enhanced equipment levels applied across the updated Q8 range.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
If you like the interior of the standard Q8, you'll feel pretty at home here.
Save for the RS-specific front sports seats and flashes of available carbon twill trim inserts, it's very much the same tactile, attractive and premium-finished cabin from the base Q8.
The front seats offer full electric adjustment with memory presets, as well as heating and ventilation. Opt for the Sensory package ($9700) and you'll get massaging front seats alongside a suede headliner and a thumping 23-speaker Bang & Olufsen 3D premium sound system.
As standard, the Australian-spec RSQ8 performance gets the extended leather package, which applies fine Nappa leather trim across interior surfaces like the dashboard and upper instrument panel. Lower elements like the door armrests and centre console inlays are finished in regular leather.
The lovely Valcona leather upholstery on the seats looks and feels suitably high-end and, as you'd expect, the stitching and perforation details are top-notch.
Ahead of the driver are the usual 12.3-inch Audi virtual cockpit (instrument cluster) and 10.1-inch MMI touch (infotainment) digital displays, which are more integrated and conventional than the free-standing tablet-style displays from rival brands.
I personally love Audi's approach, from the configurable virtual dials to the retro line-bar tachometer and speedometer readouts, as well as the clicky haptic feedback you get from the central display, and the 8.0-inch touchscreen below it which acts as a climate control hub.
While the overall setup and interface hasn't changed much, the revised Q8 range gets new menus including a real-time driver assistance display, RS performance-specific virtual cockpit layouts, and a new homescreen for the MMI touch navigation display which also now offers app integration.
It may not be as flashy as the multimedia systems from BMW or Mercedes-Benz, but there's next to no learning curve required here. 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.
We didn't spend much time in the second row, but being a full-size SUV that rides on a 2998mm wheelbase (slightly shorter than the standard Q8) pays dividends if you're transporting fully grown adults often.
Like its platform mates – think Audi Q7, Volkswagen Touareg and Porsche Cayenne – the Audi Q8 easily accommodates above average-size humans (like 6'1″ me) and offers 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, and netted pockets on the front seat backs.
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 RSQ8 performance offers the same 605 litres of boot space as the standard Q8 with the second row in place, expanding to 1755 litres when they're folded.
The cargo area is nice and square, and there's no hump between the floor and seat backs when they're stowed. All variants come with a space-saver spare wheel under the boot floor, too.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The RSQ8 performance gets a more powerful version of the mild-hybrid 4.0-litre twin-turbo V8 fitted to the 'standard' RSQ8 as well as other Audi RS models like the RS6 and RS7.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
I've always said the Q8 and, better still, the RSQ8 would be my dream 'dad car' if I'm ever fortunate enough to have kids and enough money to be shopping at this end of the market.
Firing up the RSQ8 performance brings you a sinister growl amplified by the standard RS sports exhaust system and the fact the 'performance' spec removes about 5kg of sound deadening material from the rear-end to allow more of that glorious V8 note into the cabin.
We drove the RSQ8 from Brisbane Airport through to Kilcoy, about 100km northwest, over a mix of highways and winding B-roads, via a stop-off at Lakeside Raceway to do some 0-100km/h acceleration testing of both the RSQ8 and the new RS e-tron GT performance.
On the freeway, the RSQ8 performance is surprisingly calm and collected despite its massive 23-inch alloy wheels wrapped in Pirelli P Zero rubber. In its 'balanced' drive mode it strikes a nice… erm… balance between comfort and control, and even on coarser bitumen the tyres don't make much of a racket.
The lighter steering weight makes this hulking 5022mm-long, 2007mm-wide go-fast family hauler pretty easy to manoeuvre in daily settings, and the clever adaptive cruise assist function centres the vehicle within its lane while keeping a set distance from the car in front – taking the load off extended stints on the open road.
The roads around Lakeside Raceway are winding, leafy B-roads that gave us a good chance to get a feel for the RSQ8's impressive dynamic abilities.
Really, I don't know how Audi Sport's engineers have done it, given this vehicle weighs a claimed 2350kg unladen. To put this into simpler terms that the majority would better understand, it's like selecting Bowser in Mario Kart but getting the dynamics of Toad.
It's astonishing how well the RSQ8 performance grips up and changes direction. There's a lot of tech wizardry underneath, like the 48V anti-roll system and rear-wheel steering, but the sheer mechanical grip that comes from the massive 295/35 tyres is immense.
The big, fast Audi could benefit from more steering feedback, which is arguably what usually separates the brand's products from the Porsche stable, but while it's not super communicative it's certainly quick and accurate. I'd also like a little more weight as it feels a touch over-assisted.
On the makeshift dragstrip on Lakeside's main straight I couldn't quite match the electric RS e-tron GT's acceleration in the V8-engined RSQ8, but boy does this thing get moving in a straight line – and wow, the noise!
The reduced rear sound deadening really does let more exhaust note into the cabin, and who doesn't love the rumbling bellow of a German V8 combustion engine. All-paw grip gets it off the line very quickly, and Audi's 3.6-second claim from 0-100km/h is nothing to sneeze at.
It's a similar story in the bends as mentioned before, with the RSQ8 performance able to muscle itself out of corners and blast towards the horizon or the next bend faster than you can say 'oh mein Gott!' The air suspension hunkers down in dynamic mode and stiffens the dampers, making this a surprisingly capable corner-carver.
Some parts of physics refuse to go away, however. As hard as the clever chassis tries, it can't fully mask the sheer weight of this thing during hard cornering, where the elevated driving position further amplifies the weight transfer.
As noted earlier, Audi's technological know-how is evident in the driver assistance systems, which are both easy to use and intuitive in their execution.
The aforementioned adaptive cruise assist makes this feel like any other Q8 on the highway, and the standard 360-degree parking cameras with 3D projection means you won't fret about scratching those gorgeous rims.
Blind-spot monitoring and rear cross-traffic assist also aid over-the-shoulder visibility, which is somewhat impeded by the Q8's Sportback rear pillar design. It also has an automated parking assistant, if you're game.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Audi RSQ8 performance builds on the already comprehensive specification of the base RSQ8.
2025 Audi RSQ8 equipment highlights:
RSQ8 performance adds:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
A number of option packages are available with the Audi RSQ8 performance.
Sensory package: $9700
Matte carbon and black exterior styling package: $9800
RS design package plus – grey, red or blue: $4100
Single-item options include:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
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.
Standard safety equipment includes:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
Like the wider Audi range, the RSQ8 and RSQ8 performance are covered by a five-year, unlimited-kilometre warranty.
In addition to the five-year 'Service Plan', the company also offers 'Audi Advantage' packages which tack on two years of additional coverage to the warranty, service plan and roadside assistance for an upfront fee.
For the Audi RSQ8, where eligible*, the two-year Audi Advantage extension costs an additional $5720.
*If your vehicle is under eight years of age and travelled less than 120,000km
**Price shown for pre-update RSQ8
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Q8 and SQ8 are already lovely examples of the large premium SUV breed, but the RSQ8 can only be described as an outstanding feat of engineering.
A quarter of a million dollars buys you a 'sports' SUV that hammers hard in a straight line and can actually go around a bend. Of course, that's selling this car a little short – it's faster than any other SUV around the 'Ring, so you could really tear up a track in one of these if you really wanted to.
While $255,000 is quite a lot of money, the RSQ8 performance is still a relative bargain when you consider rivals from other brands – including some based on the same underpinnings.
The Porsche Cayenne Turbo GT? It costs $375,000 and it's slower around the Nurburgring (duh). Lamborghini Urus? More expensive again! The BMW X5 M Competition is admittedly $10,000 more affordable, though the hulking Mercedes-AMG GLE63 is $20,000 dearer.
And if $255k is a little steep for you, Audi will soon offer the regular RSQ8 with only a little less grunt and without some of the track-capable equipment, for $25,000 less. It's otherwise got the same general look and all the creature comforts, and what's 0.2 seconds between friends anyway?
All told, the RSQ8 performance may not have quite the enthusiast's appeal of an RS6 Avant, but boy you could do a lot worse if you're lucky enough to be shopping at this end of the market.
Interested in buying an Audi RSQ8? Let CarExpert find you the best deal hereMORE: Explore the Audi RSQ8 showroom
Content originally sourced from: CarExpert.com.auAudi RSQ8 Pros
Audi RSQ8 Cons
The most powerful production Audi with a combustion engine isn't the R8 supercar, nor the stonking RS6 Avant super wagon. Actually, it's this – the 2025 Audi RSQ8 performance.
Based on the flagship Q8 large luxury SUV, the RSQ8 performance has the most powerful combustion engine ever fitted to a series production Audi, and it's also the fastest SUV around the famed Nürburgring Nordschleife, with a verified lap time of 7:36.698 minutes.
It's no small feat, given the Audi RSQ8 shares its Volkswagen Group MLB evo underpinnings with the likes of the Porsche Cayenne and Lamborghini Urus. And it beat the Cayenne Turbo GT around the 'Green Hell' by more than two seconds.
At the heart of the RSQ8 performance is its beefed-up powertrain, with the 4.0-litre twin-turbo V8 with 48V mild-hybrid assistance massaged to deliver 471kW of power (+30kW) and 850Nm of torque, which is enough for Audi to claim a 0-100km/h acceleration time of just 3.6 seconds (-0.2s), making it one of the world's quickest SUVs bar none.
While the asking price has risen substantially, a number of equipment items included with the new RSQ8 performance were previously options on the pre-facelift RSQ8 to go with the boosted drivetrain – namely the carbon-ceramic brakes, which previously formed part of the optional $19,500 'RS dynamic package plus' pack.
So if you're in the market for a properly fast luxury car that can cart the whole family around affluent suburbs, is the RSQ8 performance your best bet?
We attended the Australian media launch to find out…
The Audi RSQ8 performance is priced from $255,800 plus on-road costs, making it a smidgen under $25,000 dearer than the just-announced non-'performance' RSQ8 that has been confirmed for Australian release later this year.
Compared to the pre-facelifted model, the 'standard' RSQ8 is about $2000 pricier than before, but it also brings the enhanced equipment levels applied across the updated Q8 range.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
If you like the interior of the standard Q8, you'll feel pretty at home here.
Save for the RS-specific front sports seats and flashes of available carbon twill trim inserts, it's very much the same tactile, attractive and premium-finished cabin from the base Q8.
The front seats offer full electric adjustment with memory presets, as well as heating and ventilation. Opt for the Sensory package ($9700) and you'll get massaging front seats alongside a suede headliner and a thumping 23-speaker Bang & Olufsen 3D premium sound system.
As standard, the Australian-spec RSQ8 performance gets the extended leather package, which applies fine Nappa leather trim across interior surfaces like the dashboard and upper instrument panel. Lower elements like the door armrests and centre console inlays are finished in regular leather.
The lovely Valcona leather upholstery on the seats looks and feels suitably high-end and, as you'd expect, the stitching and perforation details are top-notch.
Ahead of the driver are the usual 12.3-inch Audi virtual cockpit (instrument cluster) and 10.1-inch MMI touch (infotainment) digital displays, which are more integrated and conventional than the free-standing tablet-style displays from rival brands.
I personally love Audi's approach, from the configurable virtual dials to the retro line-bar tachometer and speedometer readouts, as well as the clicky haptic feedback you get from the central display, and the 8.0-inch touchscreen below it which acts as a climate control hub.
While the overall setup and interface hasn't changed much, the revised Q8 range gets new menus including a real-time driver assistance display, RS performance-specific virtual cockpit layouts, and a new homescreen for the MMI touch navigation display which also now offers app integration.
It may not be as flashy as the multimedia systems from BMW or Mercedes-Benz, but there's next to no learning curve required here. 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.
We didn't spend much time in the second row, but being a full-size SUV that rides on a 2998mm wheelbase (slightly shorter than the standard Q8) pays dividends if you're transporting fully grown adults often.
Like its platform mates – think Audi Q7, Volkswagen Touareg and Porsche Cayenne – the Audi Q8 easily accommodates above average-size humans (like 6'1″ me) and offers 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, and netted pockets on the front seat backs.
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 RSQ8 performance offers the same 605 litres of boot space as the standard Q8 with the second row in place, expanding to 1755 litres when they're folded.
The cargo area is nice and square, and there's no hump between the floor and seat backs when they're stowed. All variants come with a space-saver spare wheel under the boot floor, too.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The RSQ8 performance gets a more powerful version of the mild-hybrid 4.0-litre twin-turbo V8 fitted to the 'standard' RSQ8 as well as other Audi RS models like the RS6 and RS7.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
I've always said the Q8 and, better still, the RSQ8 would be my dream 'dad car' if I'm ever fortunate enough to have kids and enough money to be shopping at this end of the market.
Firing up the RSQ8 performance brings you a sinister growl amplified by the standard RS sports exhaust system and the fact the 'performance' spec removes about 5kg of sound deadening material from the rear-end to allow more of that glorious V8 note into the cabin.
We drove the RSQ8 from Brisbane Airport through to Kilcoy, about 100km northwest, over a mix of highways and winding B-roads, via a stop-off at Lakeside Raceway to do some 0-100km/h acceleration testing of both the RSQ8 and the new RS e-tron GT performance.
On the freeway, the RSQ8 performance is surprisingly calm and collected despite its massive 23-inch alloy wheels wrapped in Pirelli P Zero rubber. In its 'balanced' drive mode it strikes a nice… erm… balance between comfort and control, and even on coarser bitumen the tyres don't make much of a racket.
The lighter steering weight makes this hulking 5022mm-long, 2007mm-wide go-fast family hauler pretty easy to manoeuvre in daily settings, and the clever adaptive cruise assist function centres the vehicle within its lane while keeping a set distance from the car in front – taking the load off extended stints on the open road.
The roads around Lakeside Raceway are winding, leafy B-roads that gave us a good chance to get a feel for the RSQ8's impressive dynamic abilities.
Really, I don't know how Audi Sport's engineers have done it, given this vehicle weighs a claimed 2350kg unladen. To put this into simpler terms that the majority would better understand, it's like selecting Bowser in Mario Kart but getting the dynamics of Toad.
It's astonishing how well the RSQ8 performance grips up and changes direction. There's a lot of tech wizardry underneath, like the 48V anti-roll system and rear-wheel steering, but the sheer mechanical grip that comes from the massive 295/35 tyres is immense.
The big, fast Audi could benefit from more steering feedback, which is arguably what usually separates the brand's products from the Porsche stable, but while it's not super communicative it's certainly quick and accurate. I'd also like a little more weight as it feels a touch over-assisted.
On the makeshift dragstrip on Lakeside's main straight I couldn't quite match the electric RS e-tron GT's acceleration in the V8-engined RSQ8, but boy does this thing get moving in a straight line – and wow, the noise!
The reduced rear sound deadening really does let more exhaust note into the cabin, and who doesn't love the rumbling bellow of a German V8 combustion engine. All-paw grip gets it off the line very quickly, and Audi's 3.6-second claim from 0-100km/h is nothing to sneeze at.
It's a similar story in the bends as mentioned before, with the RSQ8 performance able to muscle itself out of corners and blast towards the horizon or the next bend faster than you can say 'oh mein Gott!' The air suspension hunkers down in dynamic mode and stiffens the dampers, making this a surprisingly capable corner-carver.
Some parts of physics refuse to go away, however. As hard as the clever chassis tries, it can't fully mask the sheer weight of this thing during hard cornering, where the elevated driving position further amplifies the weight transfer.
As noted earlier, Audi's technological know-how is evident in the driver assistance systems, which are both easy to use and intuitive in their execution.
The aforementioned adaptive cruise assist makes this feel like any other Q8 on the highway, and the standard 360-degree parking cameras with 3D projection means you won't fret about scratching those gorgeous rims.
Blind-spot monitoring and rear cross-traffic assist also aid over-the-shoulder visibility, which is somewhat impeded by the Q8's Sportback rear pillar design. It also has an automated parking assistant, if you're game.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Audi RSQ8 performance builds on the already comprehensive specification of the base RSQ8.
2025 Audi RSQ8 equipment highlights:
RSQ8 performance adds:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
A number of option packages are available with the Audi RSQ8 performance.
Sensory package: $9700
Matte carbon and black exterior styling package: $9800
RS design package plus – grey, red or blue: $4100
Single-item options include:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
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.
Standard safety equipment includes:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
Like the wider Audi range, the RSQ8 and RSQ8 performance are covered by a five-year, unlimited-kilometre warranty.
In addition to the five-year 'Service Plan', the company also offers 'Audi Advantage' packages which tack on two years of additional coverage to the warranty, service plan and roadside assistance for an upfront fee.
For the Audi RSQ8, where eligible*, the two-year Audi Advantage extension costs an additional $5720.
*If your vehicle is under eight years of age and travelled less than 120,000km
**Price shown for pre-update RSQ8
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Q8 and SQ8 are already lovely examples of the large premium SUV breed, but the RSQ8 can only be described as an outstanding feat of engineering.
A quarter of a million dollars buys you a 'sports' SUV that hammers hard in a straight line and can actually go around a bend. Of course, that's selling this car a little short – it's faster than any other SUV around the 'Ring, so you could really tear up a track in one of these if you really wanted to.
While $255,000 is quite a lot of money, the RSQ8 performance is still a relative bargain when you consider rivals from other brands – including some based on the same underpinnings.
The Porsche Cayenne Turbo GT? It costs $375,000 and it's slower around the Nurburgring (duh). Lamborghini Urus? More expensive again! The BMW X5 M Competition is admittedly $10,000 more affordable, though the hulking Mercedes-AMG GLE63 is $20,000 dearer.
And if $255k is a little steep for you, Audi will soon offer the regular RSQ8 with only a little less grunt and without some of the track-capable equipment, for $25,000 less. It's otherwise got the same general look and all the creature comforts, and what's 0.2 seconds between friends anyway?
All told, the RSQ8 performance may not have quite the enthusiast's appeal of an RS6 Avant, but boy you could do a lot worse if you're lucky enough to be shopping at this end of the market.
Interested in buying an Audi RSQ8? Let CarExpert find you the best deal hereMORE: Explore the Audi RSQ8 showroom
Content originally sourced from: CarExpert.com.au
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Perth Now
6 hours ago
- Perth Now
REVEALED: Why more WA drivers are switching off safety tech
Silence over safety. That's the surprising choice of West Australian drivers who are switching off their car safety features — such as lane assist technology — because they are too annoying. A new survey reveals that nearly a quarter of WA drivers — or 23 per cent — admitted they had turned off or dialled down their car's safety features, with most (72 per cent) saying noises and lights are distracting in AAMI's survey of Australian motorists. A fifth of drivers claimed they did not need it when driving, and 10 per cent said they did not trust the technology. In another blow to the State's record on merging, the most common device shut down was lane-departure warning or assist technologies — with more than half saying they had hit mute. The technology differs, but ranges from alerts when a car is detected in the next lane while indicating, to corrective actions to maintain a vehicle in the centre of the road. But we are less confident parking, with just four per cent turning off assistance in getting between the white lines in a bay. Almost two thirds accepted the features were making Australian drivers safer. Insurer AAMI's motor prevention manager Mary Kennedy said the car safety features were not just gadgets. 'They're designed to help protect us and make our roads safer. We should be embracing these features, not turning them off,' she said. 'Many of the safety features that drivers are turning off — like collision warning and automatic emergency braking — are really effective at preventing (nose-to-tail) crashes, along with many others including reversing into another vehicle or object such as a trolley or bollard. 'Drivers should understand and use these safety features to enhance their own awareness, reduce the risk of human error, and avoid getting into an accident in the first place.' Motor Trade Association WA general manager membership and industry engagement Graham Cawley said he had heard of cases where drivers had returned the cars to dealerships to have safety features switched off. 'It's commonly reported and known that drivers are actively turning off some of the safety features in vehicles because they can be a little bit intrusive, particularly lane keeper to be an obvious one,' he said. 'We've even had some consumers take vehicles back to the manufacturers or the dealer representatives complaining that the vehicle is pulling to one side, thinking there's something wrong with the steering, but it's actually just that 'lane-keep' function. 'A lot of vehicle drivers will keep to one side of the lane without even realising it, and predominantly that's away from the car that may be next to them or coming in the opposite direction.' Mr Cawley said drivers should keep the safety features on because of the risk of other distractions. Osborne Park Subaru sales consultant Emma Western said customers had spoken to her about other vehicles having distracting safety warnings. 'We do get a lot of people that are looking at other manufacturers that do find that some of them are overdoing it with (safety features), and it is frustrating, annoying,' she said. Emma Western pictured at Suburu Osborne Park. Ian Munro Credit: Ian Munro / The West Australian 'A lot of people complain about things being too much, and it makes the car less safe because they're turning all the features off. 'ANCAP (Australasian New Car Assessment Program) are going to start deducting safety points for the things if they're too intrusive, so it is going to start actually making the cars less safe because of it.' The survey comes as AAMI releases data from crash claims over the 12 months to February, revealing the most common details of our poor driving. Rear-endings remained the State's most common accident, with nearly a third of claims relating to 'nose to tail' crashes, with collisions with stationary objects coming in second, at 27 per cent of claims. A fifth of claims related to damage while the car was parked. Men were the worse driver by gender, making 58 per cent of claims, compared to 42 per cent from women. Drivers aged over 65 claimed the most, making up 17 per cent of insurance applications, compared to just six per cent of drivers under 24. Friday was the worst day of the week for crashes, while during the middle of the day proved the most common time for accidents.
News.com.au
19 hours ago
- News.com.au
Audi Q8 50 TDI review finds a big luxury family SUV that drives like a small car
Remember diesel power? Looking at the current crop of electrics and hybrids, it feels like the combustion engine has been lost in a sea of new automotive technology. Yet for many people, the new breed just don't cut the mustard. Which is why Audi offers oil-burners like the Q8 50 TDI. There is still a dose of modern engineering, with a mild hybrid set-up that helps reduce fuel consumption when coasting on the highway and in stop-start traffic. From a tank it can travel more than 1000km. The petrol and diesel options are the cheapest Q8s you can buy, with a retail price of $143,415, while a plug-in hybrid version costs an extra $10k. The electric derivatives start at $154,000 and top out at $180,000 for the SQ8. On the road, our test Q8 diesel would have been about $158,000 without any options, whereas a petrol-powered Mercedes-Benz GLE 450 Coupe starts from about $175,635, and the diesel BMW X6 xDrive30d begins from $157,000. What do you get? The Q8 differentiates itself as the sportiest derivative of the Audi large SUVs. Those who want a traditional SUV bum and an option for seven seats can steer toward the Q7. These refreshed Q8s released this year can be spotted by new front and rear end styling, while at the back there is a different light strip. Just because the oil-burner is the base model, it's far from bereft of luxuries. Among the features list is a 17-speaker Bang and Olufsen stereo, satnav, wireless Apple CarPlay and Android Auto, electric tailgate with foot sensor for hands-free opening, three-spoke sports steering wheel, air suspension and a panoramic sunroof. Our Q8 was bolstered by two packages. The Premium plus package '2' included 22-inch alloys, black exterior finishes, sport adaptive air suspension, all-wheel steering and power-assisted door closing for an additional $6900. Then there was the $3900 luxury seat pack that featured sport seats with integrated headrests, trimmed in Valcona leather featuring S logos and diamond stitching, ventilation and heating for the front chairs along with heated outer rear seats. Throw in black roof rails for $900, metallic paint at $2400 and special $400 interior inlays and the price rose to $157,915 before on-roads were added. Buyers can secure a prepaid servicing pack that covers five maintenance visits to the dealer for $3570. A $4710 Audi Advantage option extends that to a further two years for roadside assist and servicing for up to 120,000km. How was the drive? Distinctive diesel clatter can be heard from start-up, but Audi's mild hybrid system does a solid job of adding refinement with electric assistance at low speeds. The Q8 cossets its occupants, with the air suspension buffering the cabin from bumps and lumps, yet also manages to hunker down when required to reduce body roll in the bends. It has impressive family lineage. It's the same platform that sits beneath Volkswagen family brethren including the Porsche Cayenne, Lamborghini Urus and Bentley Bentayga. Feeling strong and responsive under your right foot, the V6 turbo diesel can haul from standstill to 100km/h in 6.1 seconds. When the going gets twisty the Q8 is surprisingly adept and doesn't feel like it's pushing 2235kg or measuring just over 5m in length. Its size is noticeable in carparks where it requires regular use of the cameras and mirrors, as city spaces quickly feel claustrophobic. The mild hybrid system requires no driver input, recharging when braking and decelerating. During coasting phases the engine will shut down and it also provides some extra shunt when taking off. Despite a couple of highway journeys, we couldn't get close to Audi's official fuel consumption figure of just over seven litres for every 100km. We only managed 8.6. Would you buy one? Kel: From the Q7 and Q8 pairing, this would be my choice. The design is more my style, and I have no need for seven seats. Compared with some of the latest prestige offerings, some of the graphics looked old, and I didn't like the haptic feedback-style buttons on the central screens. I found it easy to drive, but I do like the smaller Audis for ease of carparking, which means they would be my first choice purely on current lifestyle needs. Grant: Defying its size, the Q8 is surprisingly adept and strong with the V6 turbo-diesel under its skin. Adding the various options quickly pushes the bottom line skyward, but they did make for a lavish interior in our test car. The latest update has finetuned a very good product, which I could live with if I had deeper pockets.
Perth Now
a day ago
- Perth Now
Piastri learns plenty from his bad brake in British GP
McLaren's Oscar Piastri says he has learnt from a costly British Grand Prix penalty and will not brake as hard when leading behind the Formula One safety car at restarts. The championship frontrunner was handed a 10-second penalty at Silverstone this month for erratic braking before the restart when the safety car was about to return to the pits. The penalty cost him the win, handing it to teammate Lando Norris, and trimmed his overall lead to eight points at the season's midpoint. Stewards ruled the Australian had suddenly braked hard, forcing Red Bull's reigning champion Max Verstappen, who was right behind him, to take evasive action and momentarily overtake. Piastri said he had done the same manoeuvre in the past, as had others, but accepted it would now be punished by the stewards. "I looked through it with the team afterwards and I think there's been a lot of learning on both sides," the McLaren driver told reporters ahead of this weekend's Belgian Grand Prix, where he arrived with a narrow lead over Norris. "I still have my feelings about it I guess, but it's in the past now and I've moved on. "If it needs to be penalised now then that's fine. I know that for the future, but obviously immediately after the race I was frustrated." Piastri added that there had been discussions with the governing FIA to clarify the situation and how it might have been handled differently. "I won't brake as hard next time. It's as simple as that," he said. "And I think also now the threshold is a bit clearer on where that stands, so I will just simply not brake as hard." Belgium, the longest track on the calendar and one of the fastest, is a favourite circuit for Piastri, though the race will only be held in four of the next six years as Formula One alternates some venues. "I would like to win anywhere, but here is always a track I've really enjoyed from the first time I came here," the Australian said. "It's a track that in my opinion should be on the calendar every year as long as Formula One exists."
