“The PPE platform has a wide range in terms of power output. For me it’s very clear that when we present an electric A6, it has to also include some performance versions of it.” he said. Over the next few years, as Audi introduces new electric vehicles, there will be internal combustion vehicles alongside their EV counterparts. According to Hoffman, Audi Sport’s RS models will do the same.

“This is also the basis for our upcoming RS model line. We will have in parallel our ICE portfolio with performance versions and on the other hand some performance models based on our EV platforms.”

At the heart of the A6 Avant E-Tron concept are two electric motors enabling a Quattro all-wheel-drive system with a combined output of 469 hp (350 kW) and a virtually instant torque of 800 Nm (590 lb-ft). The motors feed on a fairly large 100-kWh battery pack mounted between the axles to enable a more than decent WLTP range of 435 miles (700 kilometers). According to Audi, it can reach 0-62 mph in under four seconds.

But as you can imagine, Audi RS6 e-tron Avant would be even more powerful. So how much will the Audi RS6 e-tron Avant have? It will almost certainly be well over 600 horsepower, with close to 700 lb-ft of torque. It’s gonna need it, too, as all modern Audis seem to be quite heavy.

[Source: Top Gear via QuattroDaily]

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Much like the E-Tron GT sedan, the concept benefits from the 800V technology, therefore enabling fast-charging capabilities of up to 270 kW. That translates to 186 miles (300 kilometers) of range in only 10 minutes of charging. As with all future PPE-based cars, the concept has a completely flat floor layout after taking out the bulky transmission tunnel found in conventionally powered vehicles.

In this new video from Auditography, we get to see all of the A6 Avant e-tron’s details up close. Everything from its digital Matrix headlights and taillights, to its massive pair of false rear diffuser, is on display in this video. More than that, though, you can see all of its interesting design details that are hard to see in photos, such as the sharply creased shoulder line and the muscular rear wheel arches.

The video also shows off the clever light dances that both the headlights and taillights do. Audi’s new digital Matrix LED lights can create an almost infinite number of shapes and patterns, which allows Audi to program in exciting light dances when the car locks and unlocks.

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The upcoming Audi Q6 e-tron, which will be the basis of the aforementioned potential RSQ6, shares its PPE architecture with the upcoming Audi A6 e-tron. Which means that whatever is made for one car will likely migrate over to the other, just as it does with Audi’s current vehicles. It wouldn’t be entirely surprising to see an Audi RS6 e-tron built off the A6 e-tron, as it seems like a natural progression of the model.

But if an Audi RS6 e-tron is on the way, which shape will it take? Will it be a sedan or an Avant (wagon)? What we know so far is that Audi hasn’t announced an A6 e-tron Avant, with the A6 e-tron Concept having only been showed as a sedan. So it’s still pretty much up in the air whether Audi will opt for a sedan or Avant body style. If the RS6 e-tron rumors turn out to be true.

Nonetheless, this news is exciting, as it gets us thinking about an all-electric RS6 e-tron with a monster electric powertrain and the gorgeous styling of the A6 e-tron Concept.

[Source: QuattroDaily]

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Essentially, this new Audi Q5 e-tron will be a Volkswagen ID.6 in snazzier threads and, honestly, you can tell. Even though it’s based on the smaller of VW Group’s EV architectures, the Q5 e-tron is a chonky boy. However, a bit back seat takes priority over most other things, in China. So it makes a bit of sense that Audi would make such a car for the Chinese market specifically.

We don’t have any official specs on the Audi Q5 e-tron but it should be extremely similar to the Volkswagen ID.6. In China, the ID.6 comes with two battery choices; a 58 kWh battery and a 77 kWh battery. There’s a single-motor version, with 177 horsepower and a dual-motor version with 302 horsepower. The Audi version should have similar specs, though don’t be surprised if Audi throws a few extra ponies in there, just to keep its position in the VW Group hierarchy.

If you want one of these Audi Q5 e-tron models, you’ll have to wait until early next year, most likely. We don’t have any pricing available but expect it to be a bit more than the Volkswagen ID.6. It won’t be available in any market outside China, so if you want something larger than the Q4 e-tron in any other market, you’ll have to wait for the upcoming Audi Q6 e-tron.

[Source: QuattroDaily]

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To be fair, Duesmann wasn’t specific about what sort of manufacturing would be done ‘Stateside but it wouldn’t make sense to invest in a massive manufacturing facility for internal combustion vehicles if Audi is going full-electric in just a few years.

“The potential to put an Audi car, production-wise, into the U.S. is even higher than now,” Duesmann told Bloomberg Television on Friday. “The likelihood of us producing in the U.S. is there.”

At the moment, Audi’s parent company Volkswagen manufactures a few car here in the U.S., out of its Chattanooga, Tennessee plant. The Volkswagen Passat, Atlas, and ID.4 are all built in America. Interestingly, Audi shares the same all-electric architecture as the ID.4 — VW Group’s MEB platform — which would make production of the Audi Q4 e-tron quite possible in Tennessee.

Audi wants to take on Tesla, the American EV giant. If it’s going to do so, it’s going to need to increase the range of its electric vehicles, increase the performance, and reduce the price. However, it’s also going to have to improve its brand perception. Many Tesla customers are quite proud of the fact that Teslas are built in America and love that Silicon Valley is the electric vehicle capital of the world. Building cars here would help bolster Audi’s reputation among American buyers.

The car that Audi is banking on helping it take down Tesla is the upcoming luxury project, nicknamed Landjet. Audi wanted to make a replacement for the A8 luxury sedan but not a successor. Whatever the Landjet ends up being will be a new way of thinking for the Audi brand. The folks in Ingolstadt are finally admitting that they can’t take down the Mercedes-Benz S-Class at its own game, especially now that there’s an all-electric Mercedes EQS. So it’s attempting to go outside the box, with an all-new EV luxury sedan that’s going to hopefully take on both the EQS and any of Tesla’s offerings.

[Source: QuattroDaily]

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In three years, Audi will be close to the end of its investments in internal combustion, which will help its overall profit margins. Come 2026, Audi will cease all development of new engines, only building the engines for vehicles it has on sale at the time. By 2033, Audi plans on ceasing all internal combustion engine manufacturing altogether. With the decrease in piston engine investment, Audi will have more money to invest in electrification and manufacturing, thus helping to decrease cost and increase profitability.

Additionally, in a few years’ time, Audi will also have more e-tron models on sale. The Audi A6 e-tron, Q6 e-tron, and potentially a smaller A4-sized e-tron model will be on the market. The aforementioned models are built on architectures that were developed in-joint with the rest of the Volkswagen Group. That electric platform sharing helps keep costs down dramatically, as it spreads the R&D investment over several brands. That will help to make Audi’s EVs more profitable, too.

This is an incredibly interesting and exciting time for Audi enthusiasts. The brand is going through a massive shift, from internal combustion to electrification, and it’s doing it surprisingly quickly. While Audi won’t stop producing gas engines for almost another decade, it could become a primarily electric automaker in just a few years time and we’ll be talking about Audi as one of the premiere electric automakers on the market.

[Source: Der Spiegel] [Quattrodaily]

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While that’s not a hard twenty-year out for internal combustion, 2040 is sort of the desired timeline date for such a transition. According to Duesmann, Audi is currently developing a transition timeline to phase out current existing internal combustion engine models. Those models would then either become fully electric or be killed off altogether.

By the end of 2021, Audi will have six all-electric vehicles and twelve plug-in hybrid models on sale, eighteen electrified vehicles in total. But that’s just the beginning. Audi wants to have twenty all-electric models on sale by 2025 and, if it can do that, it could become an all-electric brand sooner than later.

Although, Audi has already said that it’s going to continue its development of internal combustion engines, in an attempt to make them as efficient as possible. Even as Audi starts to phase out internal combustion, gasoline-powered engines will still have a place in the lineup. Plug-in hybrids will likely act as long-distance models in the lineup, allowing customers that frequently drive hundreds of miles at a time a more usable vehicle. While the rest of Audi’s customers can choose from one of its EVs.

At the moment, there are only four different Audi EVs to choose from and two of them are just model variants. The Audi e-tron, e-tron Sportback, e-tron S and e-tron Sportback S are currently the only four EVs in the brand’s lineup. However, by the end of the year, we’ll see the Audi e-tron GT and the Audi Q4 e-tron, both of which will be entirely electric. We’ll also likely see several new plug-ins debut this year.

So with all of that in mind, Audi’s goal of becoming entirely electric within the next twenty years actually doesn’t seem that far-fetched. But will other automakers follow suit?

BMW also has ambitious plans to electrify more of its models, though, it does seem a bit late to the party. The BMW iX is BMW’s first true from-the-ground-up electric car since the i3 and it’s not even on sale yet. While both Audi e-tron models on sale are built on existing platforms, they aren’t just electrified versions of existing models, like the BMW iX3. Same goes for the Mercedes-Benz EQC.

However, we do know that BMW has more EVs planned for the near future, including the i4, an electrified 7 Series, an iX1 and potentially even a fully-electric M5. So BMW wants to phase out internal combustion as well but it might just have a bit later of a deadline.

[Source: Quattrodaily]

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The Eco-Friendly Luxury SUV

Let’s not touch too much on the standard features of the Audi Q8. The neatly designed and successful SUV-coupe brings a combination of an elegant exterior design with interior refinement and ride quality that we have seen before among Audi’s range of luxury SUVs. The new TFSI e quattro offers a well known recipe, but just with another powertrain under its belt, allowing you to transport yourself more environmentally friendly across streets, roads and highways.

V6 + Electric Motor

The key ingredients of the new Q8 consist of the hybrid drivetrain, featuring a larger battery pack and two system outputs. The two variants are the Q8 55 TFSI e quattro and Q8 60 TFSI e quattro. The hardware shared between these vehicles is the same, only the software tune allows for a detuned 55-version, which has been created for markets where you are able to get specific environmental tax benefits from the local government. Interesting move by Audi to accommodate their Q8 hybrid line-up to markets where people will get a benefit when they order themselves a Q8.

This SUV Coupé is already the seventh Audi model with a plug-in hybrid drive that has been newly introduced into the market since mid-2019. The power comes from two different worlds and offers a combination between a 3.0 TFSI V6 petrol engine, which puts out 250 kW / 340 PS and produces 450Nm of torque and a permanently excited synchronous motor (PSM) with a peak output of 100 kW. The compact electric motor is integrated in the housing of the eight-speed tiptronic. Together with the coupling, which connects the 3.0 TFSI to the drivetrain, it forms what is known as the hybrid module.

The 17.9-kWh battery pack is installed under the 505-liter luggage boot floor, which has been raised by 30 mm to fit all the hybrid tech. The new-generation package has a 0.7 kWh larger capacity than its predecessor (which was released in the Q7 hybrid last year). It is also 70 kilograms lighter. Yes, 70kg! Audi saved a total of 33 percent over their previous battery pack. It now weighs 140kg, which is a great achievement. The battery has a maximum charging capacity of up to 7.4 kW and can be charged fully from empty in 2.5 hours. On a full charge, you will have up to 45km of range in the 60 TFSI, and 47km in the 55 TFSI.

The combined power of the powertrain differs per model. In the 60 TFSI you get 340 kW / 462 PS and 700 Nm and in the 55 TFSI you get 280 kW / 381 PS and 600 Nm. This has of course an impact on the performance figures. The 60 TFSI brings you from 0 to 100 kmh in 5.4 seconds. The 55 TFSI does it in 5.8 seconds. Both have the same top speed, which is limited at 240 kmh. The Vmax in full electric is 135 kmh.

No Less Than 7 Driving Modes

On the handling side of things, the Q8 comes with the same set up as its siblings in the range. Quattro permanent all-wheel drive system plus a center mechanic differential come as standard. The power split is 40 percent of the torque to the front and 60 percent to the rear during normal driving. You will have max 85 percent to the front axle and up to 70 percent to the rear axle. The Audi Drive Select system has seven driving profiles: comfort, efficiency, auto, dynamic, individual, off road and all road, and offers you the option to pilot the 2.5-tonne hybrid during your journey.

You have the option to choose from a number of modes to assist you during your trip. Two main modes are available. EV mode allows you to drive the car in full electric. The petrol engine is not used and you are only running on the battery. The silent drive offers a lovely experience. Push the pedal to the metal and the hybrid mode is enabled, the petrol engine comes to life, and you will hear a lovely V6-tone coming from outside. Nothing too intrusive, but a nice sound that accompanies you during your daily commute.

The hybrid mode is the standard mode enabled at start up. It has three modes. The Auto mode uses the onboard MMI system and its predictive operating strategy via the navigation system to spread the battery charge over the driving route in an intelligent and efficient way or it will recharge the battery for further use. The ‘Hold’ mode will keep the charge of the battery until you choose differently, and the Charge mode immediately starts charging the battery.

The available choice between these modes is a nice extra, but I would suggest you to drive in Hybrid Auto mode 99 percent of the time. There is no immediate requirement to change modes, but you can if you feel like it. The hybrid powertrain does what it needs to do in an efficient, relatively silent and luxury manner that fits to the Audi brand and the Q8 lineup. The transition between EV and hybrid is smooth and you hardly even notice the fact that you have moved between both modes. Only the cluster in front of the driver will you show the difference between driving in full electric or also using the V6 engine.

For those wanting to opt between the 55 and 60, it is good to know that the 60 TFSI comes with a higher standard trim package. You will get the S line exterior package, black styling package with exterior attachments in body color, the Matrix LED headlights, and the adaptive Air Suspension Sport. Additionally, it rolls on 285/45 sized tires mounted on the 21-inch wheels and has brake calipers in red. On the inside, you get sports seats in black or partially in Rotor Grey with S embossing. The Plus seat with integrated head rests are optional. The pedals and footrests are made of stainless steel and the inlays in the dashboard are made of matte brushed aluminum.

A Great Package, But Not Coming To The U.S.

The new Audi Q8 TFSI e quattro offers the option between two Worlds. Not only through its hybrid drivetrain, but also by offering two versions. If you live in Europe, a Q8 55 TFSI e quattro will set you back at least 75,350 Euros, while the Q8 60 TFSI e quattro will have you splash at least 92,800 Euros. The difference in price is mainly due to the higher standard trim package on the 60 TFSI, which offers options you can opt as well on the 55 TFSI. The lower price of the 55 and the available tax benefits ensure that this model might well be opted more often by customers than its slightly faster brother. All in all, it is great to see both being available and Audi offering a Q8 variant, which is able to offer you the luxury SUV-Coupe experience with that touch of environmental friendly flavor.

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While the official reveal is scheduled to take place in February 2021, a new report from German magazine Auto Bild claims Audi is already looking for ways to diversify the lineup. Much like Porsche is putting the finishing touches on a Taycan Cross Turismo wagon, it appears the folks from Ingolstadt are also thinking of giving their equivalent E-Tron GT the long-roof treatment.

Not only that, but the more practical E-Tron GT might spawn a full-blown RS derivative as well and serve as an electric alternative to the loud V8-powered RS6 Avant. If Audi gives the speedy wagon the proverbial green light, it should have virtually the same technical specifications as the sedan. In other words, look for around 590 horsepower and a peak 637-hp output courtesy of a temporary boost.

Auto Bild refers to the family-friendly RS E-Tron GT as a shooting brake, but at the end of the day, it would most likely be a regular wagon with rear doors. The sedan is estimated to hit 60 mph (96 km/h) from a standstill in three seconds flat, but the estate might take a tad longer due to its slightly higher curb weight. Top speed should be in the same ballpark as the sedan’s, so we’re expecting an electronically governed 155 mph (250 km/h).

If history has taught us anything about car prices, it’s that the wagon will command a premium over the conventional sedan. Nevertheless, it should still undercut the hottest version Porsche is planning for the Taycan Cross Turismo.

While the E-Tron GT / RS E-Tron GT will hit the market next year, its more spacious counterpart is unlikely to arrive before 2022. Bear in mind nothing is official at this point as Audi hasn’t said a word about turning the hotly anticipated EV into a wagon, but it could very well happen considering the long-roof Taycan is coming.

Source: Auto Bild

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An Elegant Electric Crossover

This is the more stylish approach to the electric SUV market, a car that has a sloping roofline, simulating a Coupe SUV. In Audi-speak, that’s called a sportback and I much prefer this designation to the Coupe alternative Mercedes-Benz and BMW use, because it describes the car more accurately. Fastback would’ve been even better, but I’ll take what I can get.

The e-Tron Sportback appeals to the same crowd as the X4 or the GLC Coupe if you will, but with a more stylish approach to an already successful model that’s both more practical, larger and roomier. Since the e-Tron eluded me so far, I was understandably curious about testing this platform, even in Sportback guise.

The car presents itself with a clear-cut design, one that’s both aggressive and elegant at the same time. The designers over in Ingolstadt managed to pull off quite a feat, creating an SUV that does have a sloping roofline but doesn’t mess it all up at the back. As a matter of fact, I think this is the best design in the class, a far cry from the overly dull X4 and the too polished GLC.

Up front, there are barely any noticeable differences compared to the regular e-Tron. The bumper is slightly more aggressive as are the headlights, but you’ll need a very keen eye to make those details out. What I will say, though, is that I love the LED daytime running lights on this car and their shape in particular. They make it seem like you might just cut yourself if you dare come too close. The cold light from those details in the headlamps combined with the black-on-black finish of our tester created quite a contrast from afar and up close.

From the sides you’ll instantly notice the sloping roofline, the massive wheels and the yellow brake calipers. On the front fenders you also get the ‘e-tron’ badge right where the charger ports are, highlighted in an orange finish. You might also notice the digital side mirrors, a feature that helped the e-Tron Sportback achieve a drag coefficient of just 0.25 Cd, becoming one of the most aerodynamically efficient series-production SUVs out there today.

Moving towards the back you’ll also notice the new LED taillights that accentuate the wide hips of the car and have a lightbar in between them for good measure, as we’ve seen on modern-day premium models. This finish is already a trend and Audi have been among the first to use it, on their A8. Altogether, the e-Tron Sportback looks mean, aggressive and stylish something that wasn’t done by accident.

High-Tech And Luxurious Cabin

Step inside and the same pattern welcomes you to a high-tech, well finished cabin. It looks a lot like the one you’ll find on the regular e-Tron or the Audi Q7, but there are some differences as well. You can get up to five screens, and, as I found on the A3, they have great graphics and good animations, a high resolution and respond to your inputs well. It takes a bit of time to get used to the haptic feedback on most of the tactile buttons, as you have to actually press on the screen to get them to work. Since we’re all used to our smartphones reacting to a simple touch, operating the MMI system does come with a slight learning curve.

The center console is multi-functional and looks as awesome as it can get. It has two cup holders hidden deep inside it, a cover that can close the entire space in the console and a design that’s bound to leave you wanting for more. The gear selector is also something else, reminding me of the throttle lever you see in an airplane cockpit. The whole center stack area is made up of good materials, mixing leather with steel and glass. Top notch all the way.

The instrument cluster is also very familiar if you’ve ever driven an Audi, with an easy-to-read layout and copious amounts of info displayed, including details about your powertrain and battery state of charge. As for the two extra screens that would get the tally up to five… well, they are located on the doors and replace the traditional rearview mirrors.

This was the first time I got to try out digital rearview mirrors and they weren’t exactly my cup of tea. The first thing you have to adjust to is the location. You’ve been trained to look over the door panel and through the window for your whole driving life and having to look on the door instead does require a bit of getting used to. That’s not even the main issue here though, as you do get a flashing green light on the screen to remind you where to look, whenever you activate the turn signal.

The video quality isn’t an issue either, as the cameras did a great job even at night. The biggest issue is that you’re very limited in how much you can adjust them and when it comes to perceiving depth. Parallel parking or backing up into a spot are truly tricky experiments and without a 360-degree camera system, they can be overwhelming. And to think that you actually have to pay for this system boggles the mind. I recommend sticking with the standard, classic mirrors and saving some money. You could, for the same price, get the Bang & Olufsen sound system (like the one we had) and get better use out of it.

The seats are pretty comfy though and could be considered a tad on the stiff side but our tester was wearing the S-Line ‘armchairs’ up front. The rear bench offers a surprising amount of room considering the roofline. Adults can fit back there, even if they are 6-ft tall such as myself. Audi says the e-Tron Sportback can accommodate three adults in the back with plenty of headroom and legroom. But in my experience, the the HVAC controls will leave a serious dent on the shins of anyone daring to occupy the middle seat.

Battery Capacity And Power

Setting off in the e-Tron Sportback you notice it’s just as refined as you’d expect a premium German SUV to be. The car is well sound-insulated and the suspension is set up perfectly to cope with the extra weight on all sorts of road surfaces.

That extra weight comes, to nobody’s surprise, from the huge battery pack located in between the axles. The LG Chem-supplied batteries can hold up to 95 kWh with a usable capacity of 86.5 kWh, one of the biggest I’ve ever tested. On the aforementioned axles, since this was a 55 quattro model, you get two asynchronous electric motors that can deliver up to 408 PS and 664 Nm of torque. It’s important to note that those figures are available only in Sport mode, the car using just 360 PS whenever you’re just cruising around and even less when only the rear motor is used. That’s all done in order to make the car a bit more efficient.

All that power is sent to both axles, meaning this car is an all-wheel drive model but without a transmission tunnel in the middle, which helps with the level floor in the back. Unlike the Taycan, which is made by brother company, Porsche, the e-Tron Sportback uses a single-speed gearbox that allows it to use a single axle at a time, to be even more efficient. In everyday driving, around town, for example, you’ll end up using the rear axle alone, which is a pretty neat trick.

But how does it drive?

In D mode, the acceleration off the line is strong, but hushed and you can actually feel how the car was tuned to deliver all of its available resources without breaking your neck. The delivery is smooth and you’re reaching eye watering speeds in a rapid manner. If you want your e-Tron to be more aggressive and brutal, switch into S mode and you’ll instantly feel a different throttle response along with a tightening of the suspension and steering.

The car becomes a lot stiffer and more composed through the bends, even though it does tip the scale at over 2.4 tons. Sure, it’s not exactly a Porsche Cayman in corners, but this car is still pretty fun to drive nonetheless. One gripe I did have with it was the steering that while precise and fast, could use a bit more feel. I know I’m asking a lot here, as it’s an EPS, but it’s a shame not to have a bit more feel available considering how fun the whole package is.

The 55 quattro model has a claimed 0-100 km/h (62 mph) sprint time of 5.7 seconds but the seam of my pants was telling me those were conservative figures. It’s also pretty impressive how hard the car will accelerate to its limited 124-mph top speed, without hesitation.

If you’re not looking for this car’s limits all the time, you might also get to enjoy the serene atmosphere inside. We’ve all heard of how quiet EVs are but the e-Tron takes things to a whole new level, even at higher, highway speeds.

Inside city centers, the car is easy enough to drive if you skip on the digital side mirrors. Using them is a bit tricky, as I already mentioned, since you don’t have an exact idea of depth and guessing how far the cars behind you are is an exhausting exercise.

The car is also set up to coast a lot, while regenerative braking has three different modes, one more aggressive than the other. Overall, around town, I saw an average energy consumption of 26.8 kWh per 100 km covered which would translate into a range of 322 kilometers (200 miles). What I need to mention here is that the outside temperature was pretty low (around 0 degrees Celsius) and I never used Eco mode or anything like that. I wanted to see just how this car would do in normal conditions, driving it like a model fitted with an internal combustion engine.

Outside the city limits the average was 28.4 kWh/100 km covered at an average speed of 130 km/h (81 mph) which is the speed limit in Europe, adding up to an estimated range of around 260 km (161 miles). If you drop that speed average to 50 mph (80 km/h) the numbers get drastically better at 20 kWh/100 km covered. That’s a range of 430 kilometers (267 miles).

As far as charging goes, the time it takes to replenish your car’s resources varies on the type of charger you’re using. If you’re using a Type 2 port, you can get up to 11 kW from an AC charger and that means it will take you about 9 hours to fill up. Luckily, the car supports charging up to 155 kW on a DC fast charger which means you can get up to 80 percent SOC in under half an hour. Provided you have access to such a charger, of course.

Conclusion

Overall, the Audi e-Tron Sportback definitely feels like a promise fulfilled by the Germans. When they introduced the original e-Tron, they said the goal was to offer a car that was as close as possible to the one we already knew (the Q7) but just with a different type of powertrain. That’s exactly what the e-Tron Sportback delivers. Living with it is as easy as it is with any other Audi, if not better.

It has a premium fit and finish, distinguished ride, can be fun when pushed around and looks like a million bucks. It could use a bit more range and a bit of a diet but for now, considering how the EV market is evolving, this is as close as you can get to having your ‘electric cake’ and eating it too, with the Audi badge on the boot.

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