Audi A3 e-tron Test Drive Review


We have been hearing exciting updates from VW Group about the Alternative Fuel Road Map and now Atlanta got a taste of what Audi has in store.

The Audi A3 E-Tron (priced from $37,900) already made news when the Audi Configurator went online. No EPA rating is available,  but Audi NA decided to showcase the car around the country. By the way, you can see here if it’s coming your way.

Overall, the car is very impressive. Being a former A3 owner I felt right at home, with familiar controls, layout and general feel of the car. From the outside the E-Tron is exactly the same as the gasoline version with the exception of the hidden charging port upfront (more on it later).

Audi A3 e-tron - Image Credit Michael Beinenson / InsideEVs

Audi A3 e-tron – Image Credit Michael Beinenson / InsideEVs

*Editor’s note: This brief A3 e-tron test drive occurred in the Atlanta area during the Audi tour.

As with majority of PHEV vehicles you get to choose what EV mode you like to drive. EV Only, Hybrid or keep the battery charged. The selection can be done with ease from a dedicated button on the front panel.

Audi A3 e-tron - Image Credit Michael Beinenson / InsideEVs

Audi A3 e-tron – Image Credit Michael Beinenson / InsideEVs

It was important for me to drive the vehicle in the electric mode and unofficially (No EPA yet) the car can do 19 miles on pure electric with an 8.8 kWh battery. (Federal Tax Credit of about $4200). The acceleration was very impressive compared to Porsche. I driven both Panamera and Cayenne and this vehicle is a huge improvement. Paddle shifters actually allow you to choose gears in EV mode, since the electric motor is housed in the gearbox. The A3 shifts very seamlessly to gasoline mode without any hesitation. If you need extra power pressing the accelerator past the kick down portion will activate the PHEV system and you will feel the full power of the car. If you were to put the feeling of EV only torque: It is higher compared to a Nissan LEAF but lower compared to BMW i3. Overall acceleration is at 7.6 sec

The vehicle I drove was fully loaded with all the latest gadgets you might expect. Bang and Olufsen speakers, Adaptive Cruise Control, Side Assist (blind spot warning), Active Lane Assist and more.

Onto charging: Audi Claims a 2:15 minute charge on 240v and they add a nice surprise with a 220v charger in the vehicle that has the ability to switch plugs and adapters. Rated at only 16A still is a great improvement compared to 110v chargers we find in most EVs. On board charger is set at 3.7 kW.

Audi A3 e-tron - Image Credit Michael Beinenson / InsideEVs

Audi A3 e-tron – Image Credit Michael Beinenson / InsideEVs

The charging door is located upfront and requires a manual latch open to access the port. There you will find two buttons to control charging and a light indicator. The plug should lock when the car is locked, but we were unable to test during this event.

Audi A3 e-tron - Image Credit Michael Beinenson / InsideEVs

Audi A3 e-tron – Image Credit Michael Beinenson / InsideEVs

Audi A3 e-tron - Image Credit Michael Beinenson / InsideEVs

Audi A3 e-tron – Image Credit Michael Beinenson / InsideEVs

Audi A3 e-tron - Image Credit Michael Beinenson / InsideEVs

Audi A3 e-tron – Image Credit Michael Beinenson / InsideEVs

Under the hood you will find a lot of components as with any PHEV, so I am sure Audi engineering had to cramp a lot of components into a small area.

Audi A3 e-tron - Image Credit Michael Beinenson / InsideEVs

Audi A3 e-tron – Image Credit Michael Beinenson / InsideEVs

For someone looking to purchase their next vehicle and would like to at add a solid EV experience, this could be a good choice. Of course, it does not stack up to 2016 Volt’s range, but at least there is another alternative for the buyers to choose from.

Audi A3 e-tron - Image Credit Michael Beinenson / InsideEVs

Audi A3 e-tron – Image Credit Michael Beinenson / InsideEVs

Audi A3 e-tron - Image Credit Michael Beinenson / InsideEVs

Audi A3 e-tron – Image Credit Michael Beinenson / InsideEVs

Audi A3 e-tron - Image Credit Michael Beinenson / InsideEVs

Audi A3 e-tron – Image Credit Michael Beinenson / InsideEVs

Audi A3 e-tron - Image Credit Michael Beinenson / InsideEVs

Audi A3 e-tron – Image Credit Michael Beinenson / InsideEVs

Audi A3 e-tron - Image Credit Michael Beinenson / InsideEVs

Audi A3 e-tron – Image Credit Michael Beinenson / InsideEVs

Category: Audi, Test Drives

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72 responses to "Audi A3 e-tron Test Drive Review"
  1. Braben says:

    Thanks for the report! Can you say something about the trunk space? There have been conflicting specs on various Audi sites.

    1. Nate says:

      That is the same thing I was wondering.

    2. MrEnergyCzar says:

      Did they say if they’ll be offering AWD Quattro anytime soon on this plug-in?

    3. protomech says:

      Some photos of the hatch here:

      “load space is a little less expansive thanks to the need for battery cells, while a big zip-up bag, a little smaller than a cabin bag contains the cable and plug for stationary charging. “

      1. Nate says:

        Thanks – that photo is helpful.

        It looks like the cargo area has less front to back length than the C-Max or Volt. I’m not liking how the evse is loose in a bag instead of in a compartment on the side or underneath the main cargo area.

  2. Benz says:

    “Paddle shifters actually allow you to choose gears in EV mode, since the electric motor is housed in the gearbox.”

    That’s very interesting.

  3. bro1999 says:

    19 EV miles….that is….underwhelming to say the least. Can’t even beat out the C-Max Energi on EV miles, despite the C-Max being out for nearly 4 years. I won’t even bother comparing the etron the ’16 Volt.

    1. mr. M says:

      At least more AER than the prius.

      1. Nate says:

        It might actually be less AER than the upcoming 2016 PIP.

    2. Anton Wahlman says:

      But the top speed is higher. 130 MPH instead of 100 MPH. You just can’t drive at 100 MPH on the Autobahn. 130 MPH is pretty slow too, but not as dangerously slow as 100 MPH.

      1. Nate says:

        VW/Audi has other models that don’t reach 130mph or even 100mph for that matter.

        The stats I am reading for Autobahn speed match what I remember from before. Average autobahn speeds 130KPH not MPH. Top 85th percentile average 148.2 KPH (92 mph). Percentage of cars exceeding 130kph is 35.9. That is KPH not MPH, and more than half the cars are under it.

      2. Stuart22 says:

        Top speed is a useless statistic in the USA – as long as a car can hit 100mph and sustain it at a comfortable, controllable rate, but anything over that is overkill and useful only as a bragging point.

        1. Init says:

          It is useless in Europe too. Even on the Autobahn, unless you have an obsession with being in the left lane more than someone else.

      3. acevolt says:

        I would not consider 100mph on the Autobahn as slow or dangerous. There are plenty of cars going slower than that on the Autobahn, they just stay in the right lane.

      4. Braben says:

        What are you talking about? Of course you can drive 100 MPH and less on the autobahn. The recommended speed (Richtgechwindigkeit) is actually 80MPH (130km/h). Trucks aren’t even allowed to drive more than ~62MPH (100km/h).

        1. mr. M says:

          Trucks are allowed to drive 80 kph (50 mph) on the autobahn with some/most drivers going 89 kph (55.6 mph) because this is the limit for ticketing.

          Buses are allowed to drive 100kph (62.5 mph).

    3. Fleming says:

      +1 bro1999

  4. Jim Bo says:

    C Max comparison is interesting. It has a way more spacious cabin. Although C max battery is awkward I would guess it also has more cargo room.

  5. Nix says:

    hidden charge port is very cool, but I can see it jamming in bad snow/ice conditions. Might want to keep a can of the spray on de-icer in the car if that is a possibility.

  6. tom911 says:

    Can you recharge the battery fully while driving – like the Cayenne and Panamera?

    1. mr. M says:

      Yes, but it is far cheaper to do it with a plug.

  7. Nonda Trimis says:

    weak offering from my perspective. How long will it take for Europe to catch up and release something that is actually competitive with all of the superior vehicles that have been available for years from the US?

    1. Nix says:

      These shorter ranges are much better suited for the EU, where typical drivers drive much fewer miles than typical drivers in the United States.

      Where a Volt is needed in the United States to drive 70-80% of your miles in EV mode, it is very likely that this range is sufficient to cover 70-80% of the kilometers that typical Europeans drive in a year.

      Considering the price benefits of the smaller battery, and how comparatively effective these shorter range EV’s will be in Europe, I don’t think the EU offerings will improve any faster than the rate of battery improvement.

      Here is why: One of the lessons that the massive success of the Mitsubishi Outlander PHEV taught EU car makers, is that if you can sell your PHEV for the same price as your Diesel version of your vehicle, the PHEV version will far outsell your diesel. Which is good when it comes to overall fleet CO2 numbers for the car makers.

      It appears that all the Europeans are following that same path, trying to make their PHEV’s price competitive with their similar Diesel vehicles. I don’t see this sales tactic changing as long as it continues to work.

      Nor do I think that is a bad thing for this first generation of PHEV’s coming out of the EU. Even if it only cuts gas consumption by 50% compared to the diesel version, it is still the same as permanently removing 1 diesel car off of the road for every 2 PHEV’s they sell. That’s pretty good for the first gen.

      1. bla says:

        Agree with you. Will even say more. If, thanks to the government’s generosity, these cars can be as cheap as their gasoline version in the US, I think they will be a great success. I mean, what’s not to like? cost less or the same, more powerful and use so little gasoline. Who wouldn’t like that? Even if the battery dies after 10 years, who cares?? Just use the normal engine. Personally, I would love more range extenders but this is not about me is it?

    2. Mikael says:

      With all of the superior vehicles? *lol*…

      I will give you the Tesla, that’s the only one and that one is pretty unique. And the american manufacturers don’t either come close to this international silicon valley creation.

      Except that one (and soon the X) the european manufacturers are way above the american.

      I first assumed your comment was pure irony but my irony detector did not tingle so it looks more like it’s deluded.

      1. Rick Danger says:

        Europe’s PHEVs are nothing compared to the Volt. I can see on which side of the pond the delusion resides.

        1. Mikael says:

          A decent model with the main factor being longer range. So great that it went out of business when trying to compete in the european market.

          Anyway, I can give you the Volt, that’s two models. Where are the rest?

          1. Nate says:

            “the european manufacturers are way above the american.”

            Are you talking about sales, or are you talking about engineering the best product?

            Best product — that is subjective. Personally for best PHEV I’d take the Volt over this Audi. Looks like others in this thread agree with me. For BEV I’ll take the Model S over anything Europe has to offer as well.

            Last year’s global plug in sales totals showed Europe didn’t have 1 model in the top 5 for global plug in sales. The US had 2. Europe only had 1 in the top ten. The U.S had 4. The Volt still sold more worldwide than any European plug-in. That is despite the branding issues with the Opel brand which have nothing to do with the Volt/Ampera’s engineering.

            Europe has many new models on the way, but many of them will be large boats with high price tags, yet low AER. It is nice to see the A3 e-tron as a reasonably priced option to help the European automakers, which are clearly behind right now.

            1. Bone says:

              “Last year’s global plug in sales totals showed Europe didn’t have 1 model in the top 5 for global plug in sales. The US had 2. Europe only had 1 in the top ten. The U.S had 4.”

              Last year was last year. This year european car manufacturers have sold more plug-in cars than US manufacturers. There are 4 european models in top ten and only 2 american models.

              Having said that, I really would want GM to bring new Volt to Europe. GM is making the best PHEV at the moment.

              1. Nate says:

                “Last year was last year”
                Excellent point.

                Would they need to build the Volt there to be competitive? I’m not quite sure, but the U.S. cars that I can think of that do ok over there have also been built there. Not quite sure though.

                It is not as bad as Japan which limits imports to a samll number per category. It seems like the U.S. is a little bit more of a fair playing field to compare sales.

                1. Bone says:

                  Everyone is setting some kind of trade barriers in form of import tax, regulatory requirements or import limits. Also transportation costs has some effect on overseas car prices. I think global sales is the most fair comparison, as it is kind of an average of regional sales.

                  1. Nate says:

                    That would be the case if the major markets all had equal agreements. There is a big difference between a 2.5% import tax vs. 10%. There is a bigger difference between a 2.5% import tax vs. a 5000 car per category limit. I’d be surprised if that doesn’t have something to do with the trade imbalance in the industry, which exists outside of the plug-in segment.

                    1. Bone says:

                      Wouldn’t Norway sales be most fair comparison? As far as I know, they have same taxes for everyone and no domestic car production.

                      Still I think any single market is too small and homogenic to be used for comparison. Global market includes different climates, cultures and economies.

                    2. Nate says:

                      Norway is a perfect example of an unfair playing field. Norway is a member of the EFTA, and participates in the EU single market through the EEA accord. Norway grants preferential tariff rates to EEA members. The vehicle taxation system Norway put into place in 1996 treats non EU tested cars different . For better or for worse, they favoured Euorpean diesel models. U.S sales dwindled to 1% over the course of the next decade since that point. So, you have next to no U.S. presence for sales and service at the point in time Norway cut loose with the most lucrative BEV incentives. Free parking, use of bus lanes, exemption from vehicle fees, exemption from road fees, exemption from toll payments. The incentives for PHEV’s are not nearly as lucrative, unlike the U.S., where the biggest incentive is from the Feds and that is based on the size of the battery. Naturally, auto dealers in Norway have imported new BEV’s from Sweden, Denmark, Belgium, Netherlands, Germany, France, Italy and Spain. Note,these are also EEA members with favourable EEA.

                    3. Nix says:

                      To follow up on Nate’s excellent comments, the Tesla Model S also gets pretty good treatment in the EU, even though it is a US brand. Tesla uses a loophole where they send uncompleted vehicles to their final assembly plant in Tilburg, Netherlands. Then assembly is completed and they get preferential EU treatment.

                    4. Bone says:

                      It is true that Norway has no import taxes for products made in EFTA area. However, import tax for cars is 0% anyway, so there is no difference. As I wrote before, as far as I know car taxes in Norway don’t have any difference based on country of origin.

                    5. Nate says:

                      Keep in mind a common reason someone searches for that information is because they have moved or are moving there and want to bring their car. It doesn’t look like it is 0%. The reason you see some 0% info is there isn’t an import tax for an individual, provided you can show you’ve been using the car before you’ve moved to Norway. That doesn’t mean it is the same for businesses (dealers) importing new cars from manufactuers.

                      http :// search?
                      –Search within for Norway section. “Vehicle turnover is slow, mostly given the high import, VAT, and other taxes extracted on vehicles, which make it expensive to buy a new vehicle”

                      http :// cars/ why-norwegians-love-evs-more-rest-world.html
                      –“But Norwegians aren’t subject to import taxes on electric vehicles.” If there wasn’t an import tax, this would not be an incentive.

                    6. Nate says:

                      Besides being an EFTA member participating in the EU single market via EEA accord, Norway and the EFTA also has preferential agreements with 20+ other nations including Mexico. However, the U.S. is not one of them.

                      Hypothetically, even if Norway had no import tax for any vehicles, including brand new vehicles imported by dealers from manufacturers, part of the cost of doing business there involves the business climate in the whole region. That is clearly not great. Audi’s assembled in Mexcio don’t face the same tariff’s as U.S. manufactured cars, and that factored in to their decision to locate an assembly plant there.

                      There would be no purpose for nations going through the work of negotiating with other nations and getting the local political support to approve preferential trade agreements if there were not economic advantages to the participants. Bottom line — I don’t know of a U.S. assembled car selling well in a the EU and EFTA member participating in the EU single market via EEA accord. I do know of “U.S” companies successfully selling cars they assembled in Europe, like the Fiesta and Focus. So why not just assemble the Volt there? Besides building or re-tooling a plant, you also need to invest in meeting a different set of safety and environmental regulations, so you won’t end up facing a different set of taxation rules. Investing the capital to be able to assemble a car on another continent is worth the effort on your companies higher volume products. It makes more sense to assemble the Model S within the EU compared to the Volt because the Model S is Tesla’s highest volume model, and as a BEV it enjoys significantly stronger incentives. The barriers for European and Japanese manufactured cars selling in the U.S. is not nearly as strong as U.S. manufactured cars selling in Europe or Japan. I am not convinced that Norway or any European nation is anything close to a fair playing field for a U.S. built PHEV. Eventually that could change, but not until the prices come down enough that they can sell well without incentives which vary by nation are are not guaranteed to stay in place indefinitely.

                2. Pushmi-Pullyu says:

                  Nate asked:

                  “Would they need to build the Volt there [in Europe] to be competitive?”

                  Almost certainly yes. The European version of the Volt, the Opel Ampera, was seriously overpriced for its perceived value. The MSRP of the 2013 Volt was $39,995. Until the price was slashed in September 2013, the base price for the Ampera was 45,900 Euros, or about USD $60,767. Is it any wonder it didn’t sell well?

                  If it was actually built in Europe, then GM could afford to offer it at a more competitive price.

                  * * * * *

                  Personally, I don’t believe the claim that on average, Europeans don’t need a PEV with more than ~20 miles of EV range. Do European drivers average fewer annual miles than American drivers? Yes, largely because the excellent mass transit systems in Europe reduce the need to drive everywhere. But on days when a European does choose to drive somewhere, I doubt that the distance of his daily drive averages much different than his American cousin. In fact, many comments have noted that Europeans tend to take long distance weekend trips much more frequently than Americans do. Surely that somewhat increases the average distance of a daily European driving trip?

                  1. bla says:

                    Actually, I still cannot understand how you Americans drive so much. People complaining that volt 2.0 is still not enough is just crazy for me. I will tell you. The person I know that drives the farthest, hmmm, 40 km (25 miles). I have an uncle who is a teacher and works 133 km (83 miles) away from home. He spends the week there in Aveiro and comes home to his family on weekends. Even though there is a nice motorway and Aveiro is just 1 hour away, he wouldn’t even dream of driving everyday. Apparently, this would not be a problem for Americans.

                  2. bla says:

                    Interesting that you say Americans don’t take long distance weekend trips very often. Another thing that sets us apart. Actually, that’s one of the reasons i don’t believe pure Evs will take off soon.

          2. Nate says:

            “So great that it went out of business when trying to compete in the european market. ”

            Hard to sell things that aren’t made there when you have a 10% import tax, plus a weaker currency in the country importing.

            1. bla says:

              Weaker currency? Where?

      2. pjwood1 says:

        Apart from interior fit, finish and style points, Audi has fallen behind GM, in my opinion. They haven’t found religion in Noise, Vibration and Harshness (NVH), yet. The overweight, front-engine design, and attendant under-steer, are also becoming a bit of a myopia. Sort of like programming Piezo injectors, when the Americans were advancing discreet PHEV power tranes, that could work alone or with each other, over 5 years ago.

        Owners of U.S. VW Group cars have the privilege of replacing poorly thought out exhaust systems. You can go to the dealer for thousands, or have somebody perform VooDoo on your DPF. Enough ranting.

        Cheers Audi, on hitting the ground with a PHEV!

  8. Rick Danger says:

    ~”Of course, it does not stack up to 2016 Volt’s range, but at least there is another alternative for the buyers to choose from.”~

    I bet it more than stacks up to the Volt’s price though.

    GM could have been the Tesla of the EREV world if they had half the drive and guts that Tesla has.

    1. Braben says:

      “GM could have been the Tesla of the EREV world if they had half the drive and guts that Tesla has.”

      A fifth seat wouldn’t hurt either. That alone disqualifies it for many potential buyers. I still don’t understand why they didn’t make the 2016 Volt just a little larger.

      1. Rick Danger says:

        What I meant by GM being the Tesla of EREVs is that GM has the size, the money and the capacity to make several different vehicles with the Voltec power train, to accommodate those who need seating for 5, a crossover, something maybe Malibu sized, etc.
        Tesla is champing at the bit to release more models. It must drive Elon Musk crazy that it is taking this long to get the Models X and ≡ out, even though they are going as fast as they can. GM has the ability to have produced all those Voltec variations and more, if they had the will to do it.

        1. Pushmi-Pullyu says:

          But GM, just like every other legacy auto maker, has a strong disincentive to produce compelling PEVs which will directly compete with their own gasmobiles. And with only 1% market penetration by PEVs, that’s not likely to change soon.

          The same thing happens in every tech revolution. Market leaders selling the old tech never, ever want to push the revolution forward. Why would they do so, and sabotage the sales of their own best-selling products? It’s always new companies, or established companies expanding sideways into a new market (like Apple entering the smartphone market) which push tech revolutions forward.

          1. Braben says:

            I keep reading this argument here, but I don’t buy it. Why would an automaker care if they sell an ICE car, PHEV or EV? As long as the profit margin is right, it doesn’t matter. They will build whatever the market wants.

            There is no “big conspiracy” to keep plug-in vehicles down. The reality is quite simple: The demand isn’t there for these vehicles. Hopefully that will change.

    2. Joe says:

      It will cost $4000-6000 more for equivalent features, though for less electric range and it doesn’t even offer rear heated seats apparently.

      And needs a traditional transmission instead of the dual motor setup.

      Probably more fun to drive of course.

  9. John in AA says:

    At one point Audi was talking up “e-Quattro”, road-coupled AWD. This was at least as far back as 2012 (I found a C&D article from then as one of my first google hits on ‘e-Quattro’). And, at one point, the A3 was going to have it. That might have been interesting. As it is, what we see is too little, too late.

    In a way, I’m glad, because it gave me time to decide I’m done with ICEs altogether instead of wasting my time on half-measures. But I’m impatient for someone to ship a *small* AWD BEV. Yes, yes, Model 3, but let’s get on with it.

  10. Alex says:

    Poor EV Range, i shame for this car as a German :-D. I drove Ampera one year ago and drove 80 km EV, nearly same route i drove the Audi 45 km EV Mode last week.

  11. Chris B says:

    Will the E-tron be available nationwide (U.S.A.) or only in select markets? I THOUGHT I read where it was just select markets, but may have just dreamed that!

    1. Jay Cole says:

      The Audi is available nationally, first deliveries are expected in October

    2. mr. M says:

      Europe and USA are selected markets. Brasil, Mexico and probably others are not getting the A3 plug-in


  12. Anon says:

    Seems like a Leaf Form Factor and half-baked (i.e., more range limited EV Mode) Volt Drivetrain.

    It still burns gasoline. Not impressed. *shrugs*

  13. IQ130 says:

    The electric range is way too short also when living in Europe. The Chevrolet Volt or BMW i3 REX are much better.

  14. JakeY says:

    No pictures of rear seat and cargo area? That’s the biggest difference usually versus the gasoline model.

    1. Michael B says:

      The rear cargo area was good. It was taken over by a battery like a C-MAX or Fusion PHEV

  15. GeorgeS says:

    Interesting offering. Interesting power train also. Decent (almost) price.

    Thx for the write up.

    1. Michael B says:


      You are very welcome!

  16. Koenigsegg says:

    Yawn, not cool looking and super weak EV range

    No consideration

    1. bro1999 says:

      Agreed. But I guess a weak-sauce PHEV is better than no PHEV. Still sort of a joke the Germans are releasing PHEV products that can’t even beat out some of the Gen 1 PHEVs.

    2. pjwood1 says:

      But don’t most Europeans drive less than 10 miles a day, at greater than 100mph?

      1. John in AA says:

        To judge by some of the comments I see here and similar places, Germans all drive the length of Germany at 130+ mph, without stopping, on a daily basis.

  17. Rick James says:

    This will be a good addition to the PHEV fleet and will attract buyers who appreciate German engineering. Having previously owned and Audi, Chevy, Hondas and a Prius, the most fun and well thought out car was my B7 A4. Sometimes it’s not ALL about the pure ev range, but rather the whole driving experience when comparing.

    I think the moaning and griping has gotten a little out of hand.

    1. Nate says:

      Despite my gripes I agree it a good addition. It is priced well for an Audi, let alone an Audi that can save many people who aren’t mega-commuters a lot on fuel and maintenance costs. It is a good looking car on the exterior. That is pretty low on the priority list for me, but to some people it is.

      I’ve owned and driven makes from Europe, Japan and the U.S. I agree, there are intangibles you don’t see on a page of specs. However, the better PHEV and BEV drive trains are in a league of their own and can’t really be compared to previous cars from the same manufactures (or others). There are other aspects to driving than the drive train, but how the power feels and sounds is huge. If the EV range doesn’t meet someone’s daily driving, or if performance is noticeably degraded in EV mode, it equates to a worse driving experience for most people already driving electric.

      Considering how long the Leaf, C-Max and Volt have been out the VW/Audi plug in offerings in the U.S. are late to the party. People expect more from VW/Audi based off previous experience and/or a price premium. They expect VW’s “German Engineering” to be leading not following. Have they?

  18. David Murray says:

    So why is this vehicle coming to the USA but not the Golf GTE?

    1. Anton Wahlman says:

      Probably because they are essentially the same car under the skin, so why bother with both when the PHEV is so tiny and uncertain as it is. The Golf GTE will surely make it to the US if the A3 eTron turns out to be successful. Perhaps in conjunction with a powertrain upgrade of some sort (better battery, better motor etc).

    2. wavelet says:

      I asked this here before the price for the A3 was known… Basically, car prices are lower in the US, so it would have been difficult for VW to sell the GTE for anywhere near what it costs in Europe. Let alone for less than what the A3 will cost in the US.

  19. MaxEV says:

    Meh. If they doubled the range it would be an E-REV but if the range is under 38 I consider it a PHEV.