September 2015 is recorded in the history of the Volkswagen Group (VAG) for two apparently unrelated events. These events signaled a significant change in direction that now enables the Volkswagen Group to be the most promising OEM in the field of electromobility.
These events were on the one hand the presentation of the Audi e-tron and Porsche Taycan concept cars at the Frankfurt Motor Show and on the other hand the Dieselgate scandal.
In the face of the perfect storm of negative press and falling sales to Dieselgate, the Volkswagen Group made a rare change of direction. The Audi e-tron and the Porsche Taycan (then “Mission E”) were suddenly no longer just concept cars for the distant future, but the first representatives of VAG’s newly discovered trust in electric vehicles.
Image courtesy of Audi
In retrospect, this current plunge into the abyss was a blessing for the German conglomerate, because thanks to this early (and forced) bet on electromobility, VAG is now the legacy OEM with the most developed and ambitious EV plans, the best ready to face the EV revolution.
All of this should explain the importance of the pioneer Audi e-tron not only for the Volkswagen Group, but also for electromobility. After all, Audi’s BEV (fully electric vehicle) was the seventh-best all-electric model in Europe in 2019 with over 18,000 registered units and the number 1 plug-in model in full size. That said, it sold Tesla’s Model S and Model X … together.
Throughout 2019, many readers asked: “But how is that possible?!?!? Teslas are far better than the E-Tron! … Why do Europeans prefer the e-tron Tesla? … ”
I was wondering too so I was really glad when I got the chance to try it for a few days as we drove to a nature reserve in Barrancos, Alentejo, southern Portugal to learn more about the first 100% electric model of the Audi to experience.
e-trons charms
When I got into the dark blue E-Tron at the VAG headquarters near Lisbon, I found it a pleasant surprise. The big Audi showed all the well-known brand qualities – a noble design, a bulky feel and more than enough space.
Well, this “yacht” is expensive, but at least it feels that way.
Day 1 – Lisbon – Evora
We left VAG headquarters in the late afternoon, but since the E-Tron wasn’t fully charged and we still had a highway trip to Evora, we decided to recharge at a nearby quick chargerand we had a good surprise, because with a 100% charge the charge rate was still 40 kW. ((The fast charging system in Portugal – with the exception of Tesla compressors – only has 50 kW chargers, so the 150 kW charging functions of the e-tron could not be fully exploited.)
“Not bad,” I thought. “That way, it’s worth it to charge 100%.”
While waiting, I checked the instruction manual to learn about the extensive features of this device, such as LED matrix headlights, driving aids, head-up display, air suspension, etc. etc. etc.
With a fully charged battery and a range of 306 km, we drove to Evora to connect the driving aids – namely the active cruise control – because the E-Tron jumped over 140 km / h all too often and I didn’t want to lose my driver’s license …
When we arrived at our destination, we had a range of approx. 140 km at the Evora Eco-Resort. Knowing the hotel had 22kW AC chargers, I was sure the battery would be full again the next morning.
At least that’s what I thought. All 3 plugs on the Tesla target chargers that I couldn’t use were working, but the remaining two plugs for non-Tesla EVs had failed.
As Homer Simpson would say, “D’oh !!!”
Day 2 – Evora – Barrancos
The next morning, we went to the only fast charger in Evora to charge and found that our E-Tron could charge above the 50kW rate on the charger. Even at 80% it was still charged with 54/55 kW.
Since our electric vehicle already had enough range to get to our destination and two other electric vehicles were already waiting to be charged, we finally made our way.
With the Audi through well-paved, straight, single-lane roads *We enjoyed the greatest advantage of the e-tron, the sublime comfort that this vehicle offers. The immediate torque was more than enough to beat anything in our way, while the panoramic roof helped to let in some light and joy even when it was dark and rainy outside. (*As a reference to our American readers, this area of Portugal is somewhat reminiscent of Reno, Nevada.)
But every time we had a winding road, the great weight of the E-Tron made itself felt. The big Audi lacked the agility that other vehicles would have. Although I think this would be expected in a vehicle like this – after all, it’s a 5 meter crossover weighing two and a half tons. Physics has limits.
When it comes to exploring winding roads, it’s best to enjoy them with a Tesla Model 3 or a BMW i3.
Back to the E-Tron, we stopped at Monsaraz Castle and took an off-track drive along the Guadiana coast where many foreign RVs and retired couples prepared for the sunset with a bottle (local?). White wine as a companion.
Arrived in Barrancos, we made our last and most demanding part of the trip, 12 km on wet dirt roads to reach the Noudar Natural Park.
With the all-road mode of the air suspension, the e-tron easily covered the last few kilometers, and even steep climbs with loose stones seemed child’s play for the Audi. During the descent it was fun to play with the rain paddles as we walked on.
Speaking of regeneration paddles … would it be possible to have a “high rain” mode? One that made it possible to drive with a pedal?
On the one hand, it is understandable that Audi would like to make the transition to EV for its ICE customers (combustion engine) as seamless as possible by opting for a low degree of regeneration. However, the automaker should remember the customers for whom the e-tron will already be their second or third EV, and many (most?) Of them prefer high levels of regeneration, especially in urban environments. Something like an “e-pedal” switch like the Nissan Leaf would be ideal. Just a thought, Audi …
When we arrived at our destination, the e-tron was immediately charged using the (only) available 220 V plug. It would take forever (like 48 hours) to fully charge the battery.
Day 3 – Barrancos
After a morning walk in the nature park in the hope of finding deer or the occasional Iberian lynx (we ended up only finding herds of bulls and a sullen wild boar), we explored the whereabouts with the E-Tron – namely the Noudar Castle and the flower meadows that the surrounded by various dirt roads.
Day 4 – Barrancos – Pulo do Lobo – Lisbon
With the Audi 90% charged and 280 km of electric range, we were ready for the longest stretch of the journey, which would take us from Barrancos to the Pulo do Lobo rapids and then back to Lisbon to return the E-Tron to the Audi HQ.
It would be 370 km in total, so we’d definitely have to stop at a quick charger, so we went for the Aljustrel quick charger on the A2 motorway.
On the way to Pulo do Lobo, the efficiency of the e-tron reached its best with 19.5 kWh / 100 km and is thus slightly below the 18 kWh / 100 km that the Tesla Model X can achieve.
Anyway, we came to Pulo do Lobo with an average consumption of 20.6 kWh / 100 km and a range of 231 km.
The last hundred meters to the rapids led over a very (very!) Steep descent. At first I thought about doing it with the e-tron, but then I thought: “Naaah … If it happens, how do I explain it to Audi? Mmmm … I think it’s better to walk. “
After getting back to the e-tron we were diverted from Serpa for a lunch of local specialties and then we made our way to Aljustrel to get on the A2 motorway and quickly charge.
Once again the e-tron charged over 50 kW (it reached 58 kW), but more importantly, it did it with a fairly flat charge curve – at 94% it was still charged at 57 kW. Then it started to fall, but with 97% charge the charge rate was still 47 kW. In this case, charging up to 100% every time you quickly charge is no problem.
On the way back to Lisbon, the high-speed comfort of the e-tron shone again. The big Audi feels at home here. It’s a real highway cruiser that eats km in a big way. However, in order for the picture to be perfect, a greater electric range must be available (500 km should be sufficient instead of the current 300 km)-ish km). If the E-Tron had the final piece of the puzzle, it would be the ultimate electric Gran Turismo.
The toll collector left the autobahn and asked us: “Is that an Audi Q8? “
“No, it’s the Audi e-tron, a new model, fully electric.”
“Oh … at first it seemed like the Q8, but on closer inspection … it looks different.”
This is one of the most striking features of the Audi e-tron – its design does not call out “I am electric!”. Unlike a Tesla, a BMW i3 or a Jaguar I-PACE, it fits into the rest of the Audi range (which is huge). Its greatest originality is that it’s halfway between the brand’s SUVs like the Q8 and the raised station wagons like the A6 Allroad. In this case, the nickname “crossover” makes perfect sense.
This is a conscious step from the brand. With a “standard Audi” design, the German manufacturer wants to keep its loyal customers on the path to electromobility.
The upcoming Sportback body of the e-tron, which in some angles is reminiscent of an Audi A7 in heels, has a (slightly) more daring design that could bring some new customers to the brand, supported by the fact that the Sportback will have a bit more range thanks to better aerodynamics.
In addition, the recently introduced “50” version with a 71 kWh battery will be much cheaper (approx. € 73,000) and could be an interesting option for people who do not have range as a priority.
In fact, I think this is part of the e-tron’s secret of success – for people who don’t have range as a priority or have 150kW fast chargers close by, the e-tron is a lot automobile Crossover for the money … and it comes from a brand they know and trust.
Strong points
- Space for passengers, a large trunk and frunk.
- Ride quality and general comfort.
- Interior design.
- Driving aids.
- Flat charging curve.
- Several driving / regeneration modes …
Weak points
- … However, there is no single-pedal driving mode.
- Bad efficiency: The range is small (real range approx. 310 km) if you take the battery size (95 kWh) into account.
- With a chassis tailored to comfort and a high weight, the e-tron is not the most manoeuvrable vehicle on the road.
Article originally published in Blueauto magazine.
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