First Look Inside & Out At The Audi e-tron By Autogefühl

SEP 18 2018 BY MARK KANE 42

Here is a first look at the Audi e-tron.

The world premiere of the Audi e-tron in San Francisco is already behind us so we can now sit back and take a look at the first series-produced electric Audi.

Autogefühl had an opportunity to check the e-tron in the studio, covering everything from exterior to the interior, and we must say it’s quite a decent BEV.

Sales in the U.S. will begin from Q2 2019, from $74,800.

Audi e-tron specs:

  • 0-60 mph – 5.5 seconds
  • Top speed – 124 mph
  • over 400 km (250 miles) expected under WLTP test cycle
  • 95 kWh battery (36 cell modules, each module is equipped with 12 pouch cells, nominal voltage of 396 volts)
  • battery pack weight: 700 kilograms (1543.2 lb)
  • dual-motor all-wheel drive – up to 300 kW and 664 Nm in S mode (boost) or up to 265 kW and 561 Nm in D mode
  • Maximum tow rating – 4,000 pounds when properly equipped
  • 9.6 kW on-board charger (240 V, 40 A) in U.S. and 11 kW or 22 kW three-phase in Europe
  • DC fast charging up to 150 kW: 0-80% in 30 minutes

Audi e-tron

Audi e-tron
28 photos
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42 Comments on "First Look Inside & Out At The Audi e-tron By Autogefühl"

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Cracks me up how they try to say this and that to improve aerodynamics….IT’s A BRICK and has none, just like all other SUV’s!
Never fails, when they truly have nothing new they always fall back on the really neat sounding word like Aerodynamic.

Aerodynamic are not just about a small drag coefficient. Per example an F1 has a terrible drag coefficient – around 1.
Looks, wind noise, … I’m sure Audi and others could do a car with low DC but I wonder if it’s advisable. While playing at the limits of F1 it’s a really hard task, street cars are not so tricky.

For normal cars it is almost all about the drag coefficient…

In F1 down force is more important than lowest possible fuel efficiency.

Yeah, big downforce is very essential to an SUV..

During the online stream the chief designer claimed that Audi had chosen the best aerodynamic design from several proposals.
Other details given in local press releases :
(1) The ‘underbelly’ has small ‘craters’ like a golf ball to reduce drag
(2) The side mirrors can be replaced with camera sticks to reduce drag
(3) On highways the body is lowered 8cm to reduce drag

Let’s wait and see what the Cd turns out to be, probably not as bad as you suggest. Many things, like the bottom of the car, have a big impact. More interesting will be to see the EPA range and MPGe. If only in the low 200s (which sounds like the case) that is disappointing. If it was the lower of two options then fine but with 95 kWh it is probably maxed out.

Certainly many will prefer the design, outside and/or inside to the Tesla but it sure seems that Tesla retains a substantial lead in battery/motor efficacy.

Buy a KIA NIRO ……Better Looking (N0 G00FY GRILL) , Superior in Numerous Ways ! @ Less than “Half The Price”.

I don’t mean to put down the Niro but it is half the car that the eTron is. The Niro is not going to have a tow rating and is not going to have 400 hp. If you don’t need those things and if you want to keep the price down then of course the Niro would be a better choice.

(⌐■_■) Trollnonymous

It also deosn’t state the Niro has AWD……

Niro is Front wheel Drive

Not Much Difference, A Little smaller & Way Better Looking than That AUDI,. Have you seen them Both Side By side ? ..

I’m very happy to see this, even though it’s well out of my price range, even when it comes time to replace my wife’s Rogue in a couple of years. We will need to see a range of types of EVs from different companies before we see real progress in electrifying transportation. Nit picking this model based on the grill or its Cd or whatever is a waste of time, IMO. It has good range, very good fast charger support, and will likely sell very well in the EU and the US, assuming Audi gets off their corporate butt and builds enough of them. And as I keep saying, one of the big problems for EVs in the US right now is the Weird Factor. If someone has enough money buy an e-tron and they’re actually available, s/he can go to a local Audi dealer and simply buy one, just like any “normal” car. No online ordering, no driving a long distance to a company-owned store, no dealing with a car company that’s still new and unfamiliar to the buyer, etc. It’s hard to overestimate the value of bringing EVs into the comfort zone of the non-plugheads, and the new… Read more »

Pretty awesome ride! Nice job, Audi !!

Agreed, well executed by Audi.

The eTron is a very nice car but it also has a lot of high end luxury features that will drive up the cost and are not really necessary. I really want an EV SUV with AWD but I don’t really want to pay the high end luxury cost. I can afford to wait a few years, hopefully there will be something more practically priced or at least a few used luxury EV SUVs on the market by the time I need to replace my smoker SUV.

The ID Crozz version from Skoda won’t make it to Texas.

The id Crozz from VW will however. This will be the first VW EV on the MEB platform sold in the USA. 2020 is the target date.

But it will come with luxury accessories compared to the Skoda version.

My hunch is Model Y will perform better and be $20,000 less.

In addition, the Model Y is a DIRECT competitor to the E-tron/I-Pace.
The X is bigger (3 rows), faster, more powerful, more luxury , etc.

Another excellent review by Autogefühl.

Yes, and having seen him before, and next to this EV, it is clear just how big the e-tron is.

I like the oversized wagon look. I don’t think it looks anything like an SUV. More like an AllTrack Maxi.

I’m surprised nobody mentioned the dual charging ports on both left and right sides of the car. That’s something people have been wondering about for years and finally a car company has done it.

Technically all CHAdeMO equipped cars have two ports. Those being at the front preclude the need to have another set on another side.

A front port is not much use for those of us that reverse into parking spots – especially relevant for larger vehicles as it’s easier with regards to angles and getting out again. It’s also safer.

Yeah, I agree with that, but it works pretty well for the CHAdeMO drivers. You’d be surprised how many Tesla, i3, and eGolf (port in the back) drivers pull head-in and stretch the AC L2 cord all the way to the back of the vehicle, tripping over as they get in and out of it.

Looks like the driver side is CCS, the passenger side is L2 AC only.

700 kg battery 😀 Jesus..

Probably still less than the next-gen Roadster… 😉

It’s somewhat heavier than the 100 kWh Tesla batteries; but it also has a higher charge rate, which requires some compromise.

Considering that large automotive cells thus far used obsolete technology and had *much* worse density than what Tesla uses, it’s not too bad I’d say.

Not my cup of tea but IMHO the best thing about this vehicle is its charging speed should be really good on the new 150kwh CCS chargers slowly going in.

I’ll post this here too:
Yes, the charging experience really matters.

I finally drove a Model 3, it was a Performance one and HOLY CRAP is it mind-boggling fast and handles like its on rails as an aside.

Meanwhile, my brother and I had it as a loaner for the day and drove it over 300 miles around LA, when we stopped to supercharge at the Redondo Beach Superchargers it was at about 20% battery.
We ate across the street at Toms (great fast food btw) and returned to the car in 33 minutes with 207 MILES ADDED….in 33 MINUTES.
WOW!

That is a major drawback for all EVs. If the weight would have been 250kg for a 100kWh battery – range would be better, cars would be cheaper and we would see electric vans with a good usable range.
The use of aluminium in cars will double according to a business article I read. The average car will contain about 250kg of aluminium, compared to about 60-70 kg now.
It is a growing trend too.

Holy crapola. Captain obvious here, but that’s 380 watts per mile in consumption. Maybe even up to 400 under EPA criteria. That’s gotta be a new record.

9.6kw L2 charge rate on a 95kwh battery …. They need to do a lot better than that if the consumption is that high.

AUDI, is still 0ld EV technology , Heavy , Bulky, Inefficient & FUGLY Grill !

I agree this is a black eye for this car but i a way is compensated by that 150 kWh charging speed.

I think people forget that if it gets half the mi/whr it charges half as many miles/min on a fast charger.

I read “Autogefühl” and keep seeing fuhl get about it.

Ok. They have Premium Plus. Where is Premium and regular?
And for being a plus, 5.5 0-60? Seriously? This is what I expect out of Hyundai.
And when it comes to styling, Hyundai/Kai./Tesla are all outdoing the German cars (other than porsche; that has some decent styling).
This is just plain fugly. Reminds me of an elongated golf.

The conservative styling is why it will probably be selling rather well in the circles with the right wallet: rich folks are often conservatives and probably prefer “old” styling over new and fancy.
I for myself prefer new and fancy. But Tesla fancy, not Toyota fancy. OMG who designs those Lexus vehicles…? Prefer the Audi over those any day…

Niro will be 7.5 or 8 sec. to 60. Plenty quick for adults who want efficient transportation and yes efficiency DOES matter with an EV.

Point well taken. 95KWh of more power dense batteries than Tesla, means an easy 500KW on tap. A bigger rotor and stator would make this beast embarrass the “R” cars. But does Audi want electric doing that? One step at a time. Tesla lets the dogs out.

I test drove a Cayenne GTS Turbo, once, and couldn’t believe how its mass gobbled power to get moving. In SUVs, with 95KWh of costs sunk, it is almost immoral not to tap it beyond a 5.5 seconds.

Love the illuminated seat-belt fasteners. Are these available on any other car?

LOL.
For those of you posting about the 150 KW charge rate, give me a break.
1) not much difference between Tesla’s 130 and this 150 KW.
2) a big reason why Tesla went to small cells was to lower costs, but more importantly, to control HVAC closely. I suspect that with the use of cubical cells, that it will be far too easy to overheat. As such, I am guessing that most of these cars will self-limit to under 100 KW, with the remaining 150 simply going into powering the car during the charge time.