Search Results for ""Audi unveils slick Q4 Sportback e-tron as part of EV offensive
Audi unveiled the Q4 e-tron concept at the 2019 Geneva motor show as a wagon-bodied, mid-size EV SUV concept and, naturally, that car has now been joined by the slicker Sportback interpretation seen here.
This new Sportback model is set to become Ingolstadt’s seventh series production EV when it launches in late 2021 and forms part of the 20-strong EV lineup rolled-out by 2025.
Instead, Audi has built the more compact pair of crossovers on the Volkswagen Group MEB platform. It’s a modular platform that will sit under the coming Volkswagen ID.3, and we presume many more on the horizon.
The platform itself is modular, and the brand says it will be used “from the compact class to the superior mid-size class”, which gives an indication to the divers future of electrification within the Volkswagen group.
Powering the Q4 Sportback e-tron is the same pair of motors in its wagon-bodied brother. The rear electric motor takes most of the strain with outputs of 150kW/350Nm, while the front motor will kick in when needed with an extra 75kW and 150Nm for a combined 225kW and claimed 0-100km/h sprint of 6.3 seconds.
Most of the time Audi says Q4 Sportback e-tron will rely on its rear motor to conserve energy, though depending on the drive-mode and conditions the Q4 can shuffle power just as you would expect an Audi to.
Beneath the sleek exterior, Audi says there will be a skateboard-style battery pack with a total capacity of 82kWh. Fast charging up to 125kW means 80% charge can be reached in just 30 minutes, and range for the Quattro models is claimed at around 450km.
Audi says rear-drive only models – presumably pitched as a more affordable option in the future – will be able to return 500km from a full charge.
As for the looks which – let’s face it – a concept car is really all about, and Audi has done a great job. Compared to the wagon-bodied Q4 e-tron, the Sportback is 10mm longer and lower overall, adding to the car’s already squat appearance.
The way the designers have aggressively sloped the tailgate and bisected the rear glasshouse is pleasing in images and reminiscent of the achingly cool but before-its-time Audi A2. As for the nose, we think it’s a slick integration of the brand’s halo grille.
That car was designed for maximum efficiency, and it seems that Audi allowed the wind-tunnel to dictate design for the Sportback, which drops its CD to 0.026, or 0.01 lower than the wagon-bodied offering.
The virtual cockpit is here, configurable steering-wheel touchpads, and the 12.3-inch touchscreen with separate climate controls.
Inside the Q4 Sportback e-tron is just concept car enough in our eyes and we hope it reaches production in this guise. The brand’s Virtual Cockpit is present, as is a 12.3-inch touchscreen. The infotainment will be able to be controlled with configurable touchpads on the steering wheel, too – a nice touch.
As for remaining specification, we know it will be suspended by conventional steel springs (with adaptive dampers) and boast wireless charging. However, the price is still, understandably, up in the air.
With the e-tron and e-tron Sportback prices starting at $137,700, we expect the smaller Q4 e-trons to come in at a more affordable price, though exact details will be confirmed closer to the car’s arrival.Read more 2020 Audi RS6 Avant and RS7 Sportback priced for Australia
Audi Australia has announced pricing ahead of the return of the big-bad station wagon – the RS6 Avant – after a two-year hiatus from Aussie shores. The RS7 Sportback will also join the wagon in July as a sleeker alternative.
Of the pair, the RS6 is more affordable at $216,000 (driveaway pricing TBA), while the dearer four-door coupe RS7 lists at $224,000 (driveaway pricing TBA).
Both fast Audis share a 441kW/800Nm twin-turbocharged four-litre V8 – certainly adequate in our books – and the same Quattro all-wheel-drive system sends the power to the tarmac.
Normal driving sees a 40:60 front to rear power bias with the ability to send as much as 85% of power and torque to the rear axle, though there will be no drift modes here.
The RS6 and RS7 are both automatic only and employ an eight-speed torque converter gearbox – no dual-clutch here – which helps propel the pair of cars to 100km/h in 3.6 seconds, and 100km/h in just 12 seconds.
While power is high, the Audi options aren’t as potent as the other German rivals like the refreshed BMW M5 Competition and Mercedes-AMG E63 S, but in typical Audi style, everyday usability is high on the list for the RS6 and RS7.
That also means Australian cars get adaptive air suspension as standard, which should ease the ride from the massive 22-inch alloy wheels, and a four-wheel-steering system, which forms part of the dynamic package standard on both cars.
Managing director of Audi Australia, Paul Sansom, said: “The idea of a high-performance sports car that is also refined and versatile enough for everyday driving is one that Audi has excelled in over the last 25 years”.
That sums up the fast-Audi MO well, but don’t think the everyday usability translates to ‘boring’. From the outside, in fact, it seems quite the opposite.
Both cars share an imposing front end – the oversized grilles look ready to swallow wombats whole – but its the extra bulk of the RS6 Avant which makes the big wagon appear lower, flatter and meaner than the daintier RS7 Sportback.
Puckered arches and panels appearing stretched thin over bulging inner-workings – the RS6 is 40mm wider than an A6, the RS7 20mm – give way to a minimal and carefully appointed interior.
Both the RS6 Avant and RS7 Sportback share identical specifications and inside get with the brand’s excellent MMI infotainment system seamlessly melding dual central touchscreens with a configurable digital drivers display and wireless Apple CarPlay.
The standard-fit sports seats are finished in premium Valcona leather, the rest of the interior appointed with Nappa cow-hide. There’s also a 705-watt Bang and Olufsen stereo, panoramic sunroof, soft-close doors and heated mirrors.
Active safety systems are all present on the RS6 and RS7, highlights include adaptive cruise with stop and go, tyre-pressure monitoring, loose wheel nut detection, and a 360-degree camera with kerb view, so you don’t scrape the expensive alloys.
Those alloy wheels are so big because they have to fit some monstrous 10-piston front callipers which clamp 420mm steel discs as standard, though optionally Audi will sell you a larger set including 440mm carbon-ceramic front rotors.
As for which blisteringly quick Audi is the better choice? It’s hard to go past the looks of the wagon, and it promises the same turn of speed as the more svelte RS7. Perhaps a stiffer body will give the RS7 the upper hand in performance driving, though.
Unfortunately, we will have to wait a little longer to find out, with the RS6 Avant and RS7 Sportback reaching Audi dealerships on the 24th of July.Read more 2020 Audi R8 pricing and specification: sharper, faster, comfier
After revealing a facelift for the R8 supercar back in 2018, Audi has finally announced the car’s return to the Australian market, along with detailed pricing and specification.
Starting from $295,000 (driveaway pricing TBA), the updated R8 will arrive in dealerships by the 24th of July.
The supercar retains its most essential credentials – that 5.2-litre V10, mid-ship layout and all-wheel-drive – with the overall appearance sharpened, and general equipment levels increased for the 2020 R8.
It’s a natural progression, and with the addition of a permanent rear-wheel-drive option for the R8 makes it a more compelling proposition for those cross-shopping the Porsche 911, BMW M8 Competition and Mercedes-AMG GT.
For 2020 the powertrain is unchanged, the naturally-aspirated 5.2-litre V10 will kick out 397kW and 540Nm in the V10 RWD variant. In the all-wheel-drive form, outputs climb to 449kW and 560Nm, where the Quattro system provides better traction.
However all R8s use motorsport-derived technology like dry sump oil lubrication, preventing oil pressure surge, and allowing the engine to sit lower in the R8’s sleek shell.
Outside the R8 has been treated to a nip-and-tuck; the three openings between bonnet and bumpers hark back to Group B days while the laser lights look crisper than ever before. Directly referencing the R8’s family lineage are the contrasting grey ‘blades’ on either side of the supercar.
While the RWD variants retain a more sophisticated exterior in line with the classic usable supercar, the V10 Performance Coupe gets a larger, fixed rear wing and rolls on lightweight milled wheels to reduce unsprung mass.
Offsetting the added weight of the all-wheel-drive system was a concern for Audi engineers. Keeping the two available coupes weighing the same 1,595kg, among other things, is an all-new carbon fibre reinforced plastic front sway-bar.
While performance may be the headline grabbers, the R8 was always touted as an everyday rival to the Porsche 911, and the 2020 R8 gets more creature comforts to reinforce its famous usability.
As Audi Australia managing director, Paul Sansom put it: “The R8’s strength has always been its all-round versatility to adapt to its surroundings: on the racetrack, on sweeping country roads, or in everyday urban traffic”.
For $295,000 (driveaway pricing TBA) the R8 RWD Coupe and $316,500 (driveaway pricing TBA) Spyder get standard Nappa leather-upholstered heated seats, stainless steel pedals, MMI touchscreens, a 12.3-inch digital driver’s display, 13-speaker Bang & Olufsen stereo, and red eight-piston brake callipers up front.
Adding to the performance-focussed aesthetic on the $395,000 (driveaway pricing TBA) V10 Performance Coupe and $416,500 (driveaway pricing TBA) Spyder is a carbon trim package including interior inlays and signature blades. There’s also a pair of carbon-fibre bucket seats, and standard fit ceramic brakes touted to save 11kg.
Naturally, opting for the convertible option adds weight, though Audi claims mere 44kg. The convertible Spyder allows drivers to revel in the V10 warble; the roof can be raised or lowered in 20 seconds at up to 50km/h.
For 2020 the Audi R8 is definitely sharper looking and shaping up to be a better drive, too. At Chasing Cars we’re most looking forward to testing the “entry-level” R8 RWD Coupe when Audi’s supercar arrives on the 24th of July.Read more Audi Australia blows starting whistle on electric vehicle offensive
The arrival of Audi’s e-tron SUV lineup – the German marque’s first full-electric vehicles – blows the starting whistle on Audi Australia’s managing director Paul Sansom’s claim that 45% of the Audi global sales will be electric by 2025.
With the e-tron and e-tron Sportback, which arrive in Australia in September, Mr Sansom suggested that this style of vehicle will “reset the benchmark for premium mobility”. To us, that sounds like the SUV form factor will remain prevalent, which makes pragmatic sense for EVs: the high ride height creates space for a ‘skateboard’ packaging of batteries while realising greater passenger comfort.
Audi’s future target doesn’t just consist of pure EVs like the teased Q4 e-tron SUV and the forthcoming, lower-slung e-tron GT four-door: instead, this figure will be undoubtedly complemented by PHEV variants of current production vehicles in the vein of the BMW X5 xDrive 45e. Previously, Audi sold mild plug-in hybrid versions of the Q7 SUV and A3 hatchback in Australia, but the present lineup here is combustion-only.
Overseas, Audi sells a broad range of plug-in hybrids to complement its growing range of full-electric vehicles. Badged TFSI e, hybrid versions are offered on the Q5, A7 and A8, among other cars. The Q5 55 TFSI e teams a two-litre turbo petrol engine with a 14.1kWh battery, providing around 40 kilometres of pure-electric range for commuting.
Audi communications manager Shaun Cleary indicated plug-in hybrids were being assessed for the Australian market. “We’re still assessing exactly how those models might form part of our line-up”, Mr Cleary said.
The arrival of the e-tron full-electric SUVs will provide substantially better zero tailpipe emission usability than that. The entry-level, $137k e-tron 50 promises a range of around 300km, with the pricier $146k e-tron 55 boosting the distance to about 400km.
The eventual supplementary target for Audi is thirty models with some form of electric propulsion above and beyond the current 48-volt mild-hybrid tech currently found in many recent Audi vehicles.
With platform sharing we know Audi can lean on the learnings of Volkswagen and Porsche, using underpinnings of vehicles like the coming VW ID.3 at the affordable end, and powerhouse Porsche Taycan at the pointier to bolster the electric range.
Audi isn’t facing the tough climb to a transition to EV motoring alone. Like mainstream player Hyundai, Audi has opted to partner with the Chargefox fast-charging network to offer Australian customers an easy public charging solution. Like Tesla, Audi’s navigation system is smart enough to calculate the ideal route for electric vehicles, including estimated charge-times.
Not every EV is created equal, so what exactly is Audi doing differently, and what have they learnt from their rather public prototyping under the R8 e-tron and the three-time Le Mans winning R18 TDI.
Already the e-tron is capable of fast-charging equalling the 150kW capacity of Tesla’s V2 Supercharger V2. Matthew Dale, product planning manager for the e-tron project, suggested we’ll be seeing cars with four rings capable of 350kW fast-charging very soon. Charging at 150kW replenishes the e-tron 55’s battery to 80% – or 320km of range – in about half an hour. Should future Audis be capable of 350kW charging, this would allow charging to 80% in about ten minutes.
Another intelligent solution from the Germans includes battery technology that allows 100% charge to be achieved in a more timely manner – something that has hindered many other manufacturers.
Talking figures, the e-tron 55 will take 30 minutes to reach 80% charge for its 95kWh battery when using a 150kW fast-charger, 100% charge only requires an extra 15 minutes. Most EVs take an awful lot longer to attain ‘full’ battery capacity, for example, a Tesla Model S with an 85kWh battery takes around 40 minutes to reach 80%, and 75 minutes for 100% charge.
In all e-trons the lithium-ion batteries are a network of modules connected, instead of a single battery pack. So, in five years when your e-tron starts to discharge faster than expected, you will be able to take their vehicle to the local Audi dealer, plug in a scan tool and – in the case of the 55 Quattro – find out which of the 36 modules is in poor health.
These modules can then be replaced individually at a fraction of the cost of a completely new battery, easing ownership pains and the unknown factor greatly.
Like the Mercedes-Benz EQC that is already in market – also priced at $137,000 – the Audi e-tron range is priced aspirationally, well beyond the normal budget for a family vehicle in Australia. Audi suggests that most buyers for this initial e-tron product will come from households with a combined income of at least $250,000.
During the presentation, it became evident that the e-tron isn’t aimed at the ultra-green crowd. If it were you might hope to find sustainable upholstery, instead, it’s all environmentally expensive cow-hide and plastic.
When pressed, Mr Dale confirmed that “upon customer request, other materials like fake leather or cloth” could make their way onto a special-order e-tron.
Mazda’s incoming MX-30 marks an exception to this rule by employing sustainably sourced interior materials. This first round of EVs is aimed at those who only want to offset personal emissions as much as they want a serene and fast isolation chamber.
There is naturally the question of Australia’s lack of government incentivisation for electric vehicles and the potential to hurt Audi’s increasingly electrified future down under.
Other brands have shown distaste for the lack of government initiative. Still, Mr Sansom didn’t seem to be overly fussed “from Audi’s point of view we’re interested in bringing such a vehicle to market with the best customer offer we can”. However, he did admit that with the right incentives “EV adoption has been shown to go up elsewhere”.
While electrification itself is relatively new, the e-tron is conservative in styling and concept, to us it feels like the logical conclusion of comfortable, serene transport. We also appreciate the idea that “e-tron customers will be early adopters and have an interest in being at the vanguard of future mobility… but they still want the best of Audi”.
And as much as ICE diehards protest, the death of Australia’s automotive industry means we’re now at the mercy of whatever Europe decides is best.
It’s a tricky tightrope to walk – advancing a brand’s credentials without alienating those who have become loyalists to a particular style. But the cool factor is sure to play a part.
We’ve undeniably seen it happen with Tesla, the Model S and then the Model 3 was popularised by the rich and famous to much success. Many Australians have lapped them despite local political malaise towards EVs.
As for these unprecedented world conditions – for context the press conference at which Audi detailed their EV strategy took place over Vimeo – Audi Australia showed little concern about the impact of COVID-19. If a buyer wants an e-tron, they’ll make it work. “There was a general downward trend for business, though we’re already seeing signs of recovery,” explained Mr Cleary.
Mr Cleary was confident that the e-tron buyer is relatively set on their choice already “values of those who are interested in being early adopters for this type of product would not necessarily change due to COVID”.
We’ll hold off commenting until we drive the new crop of e-trons. Still, it sounds like Audi Australia might be onto something having already pre-sold 100 e-trons, with Mr Dale confident the initial supply “will be soon exhausted after we go online with sales “on June 19.
The future is looking bright for electrification, the target of 45% sales being electrified by 2025 seems reasonable. It’s a shame Audi didn’t reveal plans regarding PHEVs for Australia given they offer a comfortable stone on the way to the other side of the EV stream, but the future looks bright regardless.Read more 2021 Audi e-tron electric SUV on sale in September from $137k
Audi’s long-awaited and cutting-edge e-tron and e-tron Sportback full-electric SUVs are set to arrive in Australia by September, arriving to compete head-on with the Mercedes-Benz EQC.
Tantalising figures are aplenty with outputs of 300kW and 660Nm, 400km of real-world range, 150kW fast-charging capability and the icing on the cake – six years of free charging.
While bringing stronger competition to fellow German brand Mercedes-Benz, Audi’s suite of e-tron crossovers also provide a greener alternative for buyers interested in the brand’s dimensionally similar Q7 and high-spec Q5 SUVs.
But Paul Sansom, Managing Director of Audi Australia, assured us that the e-Tron is more than just an alternative, it’s the “start of a new era of mobility from Audi”.
There will be two powertrains available, starting with the $137,700 (driveaway pricing TBA) e-tron 50 Quattro that revolves around a 71kWh battery pack and dual electric motors. Combined outputs are 230kW and 540Nm, and Audi suggests a real-world range of around 300km. The e-tron 50 competes directly with the Mercedes-Benz EQC 400, which costs $137,900 (around $161,000 driveaway).
Naturally, there is an energy-recovery system controlled by steering wheel-mounted paddles which will provide around 30% of the e-tron’s real-world range and 90% of braking force.
Each e-tron battery is made up of 27 separate lithium-ion ‘modules’ which Audi says can be replaced individually if they fail. No official pricing has been released, but we imagine it will be more cost-effective than battery replacement – both for the wallet and the environment.
The more potent e-tron 55 Quattro starts at $146,700 (driveaway pricing TBA) and uses 36 of the same modules for a 95kWh battery capacity and a claimed range of around 400km.
Of course, more power is available with outputs raised to 300kW and 660Nm, good for a 0-100km/h time of 5.7 seconds. Fast-charging will be possible at 150kW for the e-tron 55, providing 80% charge in as little as 30 minutes. The more affordable e-tron 50 grade is capable of charging at 120kW.
Audi has worked on optimising full charge potential with the 55 Quattro able to reach 100% charge in as little as 45 minutes, which beats out competitors where the same charge level would take 90 minutes to achieve.
Regardless of fast-charging, Audi’s Matthew Dale re-iterated that all e-trons will be “suitable for everyday use”. This claim is backed-up by the Audi smartphone app, which is intelligent enough to calculate a route from Melbourne to Brisbane accounting for fast-charger locations, and time taken to charge the SUV.
Audi has partnered with the Chargefox network to offer fast-charging services to customers in Australia. Mr Dale said there are already “500 chargers in Australia, with more cropping up every day”.
The Chargefox partnership is designed to create peace of mind around charging infrastructure for new EV buyers. To that end, Audi is also bundling a particularly generous free charging package with the e-tron at launch.
Customers will be able to tap into six years of free, unlimited charging on the Chargefox network – a period matched in duration by Audi’s roadside assist programme, which includes flat battery recovery. The e-tron’s batteries are warranted for eight years and 160,000km.
Cues to the e-tron’s electric power are few and far between, though the aerodynamically-optimised 20-inch wheels will alert trainspotters. So too, will the corporate grille which is active in this application; the slats will close when extra cooling isn’t needed to lower drag. At low-speeds, they reopen to aid battery cooling.
If you’re after something slicker looking then the Sportback is the option, Audi Australia says a fair share of prospective e-tron buyers will be young professionals without families, who won’t be concerned at the shrunken backseat headroom.
The Sportback improves this SUV’s drag coefficient – the wagon-bodied e-tron boasts an already impressive figure of 0.28, the Sportback improves this to 0.25.
An e-tron isn’t cheap, but standard equipment is generous. Both 50 and 55 Quattros get adaptive air suspension, a digital drivers display, dual haptic touch screens – 10.1 inch for infotainment and a supplementary 8-inch below – wireless Apple CarPlay, heated front seats and luxurious leather-appointed interior.
There will be an especially high-spec First Edition grade offered at launch for early birds. The e-tron First Edition will start at $159,600 (driveaway pricing TBA) for the 50 Quattro, climbing to $169,950 (driveaway pricing TBA) for the 55 and be limited to 70 units.
For the additional asking price the First Edition gets larger 21-inch wheels, orange brake callipers, black exterior highlights, a head-up display, four-zone air-conditioning, a premium Bang & Olufsen stereo and, the icing on the cake, a set of fixed-back sports seats finished in premium Valcona leather.
A brace of option packs will be available; the $9,700 ($6,500 for the Sportback) Premium Plus package adds Matrix LED lights, 16-speaker Bang & Olufsen stereo, ambient lighting and the must-have virtual mirrors.
Or for $2,950 the premium interior package nets those aforementioned fixed-back seats and opulent Valcona leather upholstery.
Available to order online from June 19, Mr Dale suggests plenty of interest for the EVs with around 100 e-trons on pre-order and anticipates the first customer cars will arrive in September 2020.Read more