To drive, the Q8 E-tron is pleasant and mostly unremarkable. A 0-62mph time of 5.6sec is quick by any reasonable standard, yet it doesn’t suffer from the jumpy throttle response of Teslas and some other EVs. You can vary the amount of regenerative braking using paddles or simply let the car figure it out in the adaptive mode.

The Q8 E-tron retains impressive noise isolation, but even on the glass-smooth roads of Lanzarote, there was more fidget to the ride than you might expect from an air-suspended luxury car. At least it dispatches ruts and potholes fairly well, despite its large wheels.

Audi’s vehicle dynamics engineer told me it was a deliberate choice not to make an Audi float across the road like a Mercedes-Benz S-Class or a Range Rover. That’s fair enough in Germany, perhaps, but is a bit too much on UK roads. The old E-tron struck a nice balance, so it’s a shame that it has been pushed too far in the direction of sportiness with this update.

After all, you wouldn’t call the Q8 E-tron particularly sporty. It handles tidily, with decent grip, tight body control, well-weighted, progressive steering and a subtle sense of rear bias, but it’s too big and heavy for you to really want to chuck it around.

Prices start at £67,800 for the 50, while £80,300 buys you the 55, and the SQ8 E-tron comes in at £97,500. The Sportback bodystyle then demands a £2500 premium whichever powertrain you choose.

The BMW iX, which in iX xDrive40 form has a comparable spec to the 55, costs slightly less and is roomier but has a shorter range. The Mercedes-Benz EQC and the Jaguar I-Pace are pretty old and not very efficient either, although the Jag is at least very good to drive.

This is a market segment that currently doesn’t exhibit the best the industry can produce. As an alternative, the Genesis Electrified GV70 is only slightly smaller and less rangy, but is faster, more efficient and almost £10,000 cheaper.