Audi e-tron Test Drive Review By Bjørn Nyland: Video

JAN 30 2019 BY MARK KANE 39

Finally, a longer review from Bjørn Nyland – worth checking out before making a purchase

Bjørn Nyland already completed first tests of the press unit of Audi e-tron and presents its general review.The first series-produced all-electric Audi is a very good car, but like all models, it’s not perfect.

One can praise e-tron for exceptional comfort and quiet, driving experience, outstanding charging (both DC and AC), trunk capacity, informative infotainment cluster and tons of tech features.

On the other hand, the energy consumption is high and Bjørn even called it the thirstiest EV ever tested. Energy consumption of course affects range, which should be higher with such a big battery.

Bjorn and many other drivers will not necessarily be happy with regenerative braking power while using only one-pedal driving. The braking force is not enough, and to get more you need to use the brake pedal (at the first stage it increases regen).

The initial press car seems to have some software bugs maybe (see the problem with releasing the DC charging plug), but that’s is not a problem if Audi implemented a solution in production cars.

Audi e-tron specs:

  • 0-60 mph in 5.5 seconds or 0-100 km/h  in 5.7 seconds
  • Top speed – 124 mph
  • up to 417 km (259.1 miles) 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. Front motor is 135 kW, the rear is 165 kW (S mode).
  • Maximum tow rating – 1,800 kg (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

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39 Comments on "Audi e-tron Test Drive Review By Bjørn Nyland: Video"

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I’m not sure why everybody acts so surprised about the consumption. It’s an SUV that doesn’t look like an egg, of course it won’t be as aerodynamic as the Model X.

But efficiency isn’t the only thing that matters (for many it’s probably not even in their top 10) and it looks like the e-tron does many things right, especially when it comes to fast charging. Charging at 150 kW to 80% without throttling down is amazing and Audi can now offer the same technology in other, more aerodynamic car models too, like the upcoming e-tron Sportback or of course the e-tron GT, which will also have even better charging technology.

Gotta love that tow rating!

Efficiency not in the top ten. Give me 10 things more important.
Fast charging limited to the very few chargers that have it.
Not a bad try, but not all that inspiring.

Dude: Efficiency = range = range anxiety. The #1 (not > #10) reason people are concerned about buying an ev. EPA range will probably be around 220, less 30% in cold weather = ~ 150 miles. Drive the battery from 20-80 SoC and that equates to 90 miles range between charge stops in cold weather. Not a problem for daily commuting but makes the car very suboptimal for any sort of trip with EA charge points >100 miles apart. EA’s charges for electrons are very similar to gas at $2.40 per gallon too. Anecdotal evidence suggests that it will take longer than 30 mins to charge from 10-80 Soc too, particularly when it’s cold.

You gotta really be brand loyal to Audi to buy this car.

the audi in bjorns test did 205 miles in -5 weather. You don’t need to be loyal to Audi since the base version starts at $74 800 with access to the full tax credit. An equivalent Tesla model X starts at $88 000 and it lacks the full $7 500 tax credit. I’m going audi at price and build quality alone

An equivalent 5 seater model 3 mr awd starts at half that and charges faster range-wise even on the old v2 superchargers widely deployed today.

You are comparing the hauling ability of an e-tron to a model 3? If you are going to do that, he might as well buy a BOLT ev since there is more hauling space.

And how many couches can you fit in a 3?

By definition it’s not equivalent since it’s a totally different form factor. I don’t see anyone cross-shopping the two.
Personally, I would never by a car that isn’t a hatchback (although I wouldn’t buy an SUV either if I didn’t need off-asphalt ability).

Half that price?

As pointed out in the other article, Audi have a massive buffer on their battery, so you should be fine regularly charging it to 100%.

Most people charge at home and drive way, way less than 200miles a day. The slightly higher cost for fast charging is largely irrelevant because most won’t use it often and because people who can afford a car this expensive won’t feel it AND whoever buys it has been paying for gas forever anyway

Charge to 100% on those rare occasions you take road trips in Arctic weather….

A. others seem to have misread your comment as saying it isn’t in the top 10, but your comment is the exact opposite as in ‘dude, what are you smoking thinking it’s not in the top 10? List the 10 that are more important….you can’t’. OK so here’s what I think the average Audi SUV purchaser prioritizes. 1. It’s an Audi and the people at the club expect something like that. 2. Looks/style. Audi’s are beautiful. 3. Smooth/quiet ride….in spades. 4. Handling/performance. 5. Luxury items/features not found elsewhere or only on expensive cars (that Audi light projection to the ground is cool). 6. High end interior with really nice leather. Audi leather seats are superb. 7. Size….even if you never use it. 8. A dealership so they can be treated with the proper amount of ‘respect’….i.e. peons grovel. 9. Impeccable fit/finish…that little rattle seemed odd but otherwise the tight/quite is a sure indicator to the driver that this thing is tightly fit. 10. Faux environmental conscience reliever. He/she has never driven a Prius to the club. But they do want to show up to that benefit dinner in their new Audi EV which checks all their boxes. If it happens… Read more »

Almost everyone will charge at home, fast charging network is expanding and most will have a 2nd car for the rare long road trip where there aren’t chargers . Or you could rent one

Regarding consumption, it is a heavy car and Audi never made cars intended to compete with the Prius also. I am sure that if Ferrari would make now an EV hypercar, evryone would still want 3 miles per kWh from it.

They made the Audi A2 which was way ahead of its time in terms of fuel consumption.

Exactly, it’s already way more efficient than an ICEV. With faster charging you can sacrifice a bit if efficiency for a preferred design.

Good first try, no home run but first base is o.k.

No, it’s pretty great. It looks great, performs great, and has more range than anyone needs, despite what anyone claims. No one drive more than 225 miles, or at least no one who’s time is worth anything. If I have to travel more than 100 miles, I’m flying or taking the train; there’s simply no conceivable situation where I would choose to drive over 200 miles when I can take a train or fly. I would LOVE to see the real world data on distances EV users drive – I would bet so much money that 99.95% of EV drivers have never, EVER driven further than 150 miles in one trip, and the ones who do are zealots who do it just to prove the point. If you can afford to waste 4+ hours driving a car, you have either failed at life misserably or won big (and are a retired multi-millionaire).

Can´t wait to see Björn testing this Audi on the hometurf Autobahn in the middle of the night to see how long it drives at 200km/h, exactly how he tested the Model X. Go Björn go!

Another Euro point of view

Hope he takes a foldable bicycle in the back of the car, at 200 km/h range will be counted in minutes. For comparison my own Audi has +/- a 625 km range at 200 km/h (380 miles).

For high speed over time, EVs should have another gear to prevent massive energy use.

Another Euro point of view

Hope it quickly improves, regen and bugs should be easy to fix. Now the energy consumption, that’s a head on collision in between two trends, over equipped & luxurious large SUV and EVs. And this issue will not be so easy to fix.

Come on now. 1. Winter Cold. 2. Wet Roads 3. Winter tires 4. Not regular production vehicle or software.

Before condemnation wait for EPA range tests. Any EV with same conditions will have sub Par range < 25% to 40%

I noticed that. I wonder if some of the delayed acceleration is programming for that. For example, a normal car’s traction control is reactive. If i’m on ice/snow and hammer it the car’s first reaction is to spin the wheels and the traction control is reactive to that. My Kia for whatever reason beeps and puts a snowflake up every time it drops below 40F and there are moisture sensors that regulate auto-defrost. It is entirely plausible that Audi programmed this vehicle that during certain detected weather types (it is wet and near freezing with some bad spots) that instead of reactive, the traction control is proactive. You punch it and the car assumes the road is slippery until feedback from the tires says otherwise and it releases the torque in a measured way rather than releasing the torque then reacting.

Just a guess.

In a previous article, Audi spelled out exactly why they are doing regen the way they are. Instead of trying to do the one pedal driving, their argument is that such a feature is only for the die hard advocates but their mainline customer does not want such a thing. So they built it all into the brake pedal. The braking is programmed to use regen all the way up to max regen before using friction brakes and the strength of that regen can go up to a couple hundred kw or basically in normal driving the friction brakes are never used, but that this is transparent to the driver and they can drive like they always have without even bothering adjusting the regen, because regen is always prioritized…..just not so obviously manually. And the paddles are really there just for appeasement.

I really want to like the Audi but it just seems a step behind the Model X in just about every performance metric. I can understand that some people don’t like the look of X, but I find the Audi kinda bland and I much prefer the look of the iPace.

If I had to pick a car, it would still be an Model 3 performance. Cheaper, much faster, longer range, charging network,.. and I seriously can’t remember the last time I was in a car with more than 3 people, so the need for something overly large just doesn’t appeal.

For many in Europe the S and X are simply too big for urban streets and parking. eTron or 3/Y is quite a bit more suitable. So I am glad that we have more and more choice.

Every performance metric except that it’s actually an SUV with real ground clearance, not a minivan, has great build quality, doesn’t have silly, overly-complicated doors that make roof storage impossible, looks great, etc.

GM paid for the LG Chem development of battery and EV motor that a few years latter beats the Bolt like a dirty carpet.

The regen on the brake pedal is a feature, not a bug. It is, in fact, the thing that I like the most about the E-Tron. One pedal driving is not for everybody and their system seems much safer.

While I greatly prefer one-pedal, as you say, de gustibus non est disputandum. But “much safer”? What?

John in AA: BEVfan did say “seems much safer”.
In some ways I agree with BEVfan. When braking, if my foot is already on the pedal and someone cuts me off, I just simply press harder as I’ve always done. If I rely on simply lifting off the go pedal, I’m not on or over the brakes and that 1/2 a second to move my foot and hit the brakes might not be fast enough to avoid an accident.
I’m good with one-pedal driving when roads are not too busy and it’s only light traffic and/or stoplights I need to contend with. But with heavy traffic, I like to have my foot on the brakes.
It is a personal preference.

I guess if closely parsed the “seems” does move the remark to the realm of personal preference, which, see previous. But I think it’s more straightforwardly read as a statement of (proposed) fact, to which I say “data or go home” 🙂 by which I mean, I don’t trust BEVfan’s intuition on subtle matters of safety, nor yours, nor anyone’s, even mine. For what it’s worth (see above 🙂 the usual rejoinder to this argument is to point out that in a true emergency situation, regen-on-accelerator means that during the 1/2 second you’re recognizing the emergency and moving your foot from accelerator to brake, the car has already started decelerating, whereas with regen-on-brake you spend that 1/2 second coasting. And thus it is “proven” that regen-on-accelerator is safer. Granted that in certain marginal situations you might be hovering over the brake instead. I could continue the chain of reasoning to cover that but in real life, this kind of cocktail party “proof” has no end, and it’s why actual data would be far more useful. (For what it’s worth, in my own driving I very frequently rely on adaptive cruise, which means that in sketchy situations I can have the… Read more »

Also, huh, where did all my paragraph breaks go? I guess something changed with the site redesign. 🙁

Your break points are there. The view before clicking on doesn’t show it though. 🙂

You’re right, this preference is just that. Each to their own. I could contend that by having my foot depressing the brakes for re-gen and then simply pressing harder in an emergency is “safer” for me. But I do see your view (and others who have the same preference) that once you remove your foot from the “go” pedal the car starts to slow down.
I have read that the e-tron can become a one-pedal experience by changing the settings.

There have been plenty of complaints about the BMW i3 oversteering because of regen when going downhill on a snowy road. Braking decreases the grip available for turning and shifts weight forward. While taking a corner in low-grip situations, it would be ideal to not apply any torque to the wheels, positive or negative, otherwise the car can understeer or oversteer. In a one pedal mode, this is hard to do since the driver would have to keep the throttle just a bit pressed, not too little, not too much. So, one pedal is less safe than two pedals sometimes.

Charging speed is calculated from NEDC consumption, uses around 23,6 kWh/100 km, when showing 210 km/h at 50 kW. With the real consumption of 32.4 kWh/100 km this would translate into only 153 km/h…
Even ZOE Q210 is charging at 240 km/h on 43 kW AC…