Archive for September, 2010

Audi etron convertible specs

Audi e-tron Spyder

Audi presents the Audi e-tron Spyder, the study of an open sports car, at the fall 2010′s largest auto show. The show car, with plug-in hybrid drive, is 4.06 meters (13.32 ft) long, 1.81 meters (5.94 ft) wide and only 1.11 meters (3.64 ft) high. The two-seater is equipped with a 221-kW (300-hp) twin-turbo V6 TDI at the rear axle and two electric motors producing a total of 64 kW at the front axle.

The Audi e-tron Spyder’s low total weight of only around 1,450 kilograms (3,196.70 lb) combined with the high-torque TDI and the two electric motors results in respectable performance. The car accelerates to 100 km/h (62.14 mph) in just 4.4 seconds, and top speed is electronically governed at 250 km/h (155.34 mph).

The e-tron Spyder can combine the powerful torque of its TDI – the diesel engine generates 650 Nm (479.42 lb-ft) and the total of 352 Nm (259.62 lb-ft) of its two electric motors during acceleration in a process known as “boosting.”

The intelligent distribution of power allows for optimal dynamics in every situation. The targeted application of power to the front wheels improves longitudinal dynamics while also improving lateral dynamics when cornering. This is because torque vectoring – the as-needed distribution of torque between the left and right wheels of the two axles – enables an exhilarating degree of driving precision and excellent agility.

Thanks also to its low weight, short wheelbase and perfect 50:50 weight distribution for dynamic handling, the Audi e-tron Spyder has all the drivability of a go-kart – good on bends and neutral right up to the very high handling limit.

The combination of a highly efficient TDI and electric drive also provides for excellent fuel economy and amazingly low emissions. The Audi e-tron Spyder requires on average just 2.2l diesel/100 km (106.92 US mpg), corresponding to CO2 emissions of 59 g/km (94.95 g/mile). A range of more than 1,000 kilometers is possible with the 50-liter (13.21 US gallons) tank.

The open sports car can also drive strictly on electric power and thus with zero emissions over distances of up to 50 kilometers (31.07 miles), such as in urban areas. The top speed of 60 km/h (37.28 mph) is just fine for normal driving.


The Audi e-tron Spyder features what is without a doubt the most advanced and simultaneously the most consistent evolution of the current Audi design language, while also providing initial hints at the design language of future Audi sports cars. It reinterprets the most important design elements that already characterized the previous e-tron concept vehicles. This also ensures the necessary formal differentiation to the purely electric-powered Audi e-tron shown at the 2010 Detroit Motor Show.

1.81 meters (5.94 ft) wide, just 4.06 meters (13.32 ft) long and only 1.11 meters (3.64 ft) in height: these are the classic proportions of an open, high-performance sports car. Compared to the coupé concept car in Detroit, the length and width have increased by 13 cm (5.12 in) and 3 cm (1.18 in), respectively, to underscore the sporty aspiration of the design. This further enhanced the powerful and compact overall appearance that characterizes both vehicles and links them to the sportiest production Audi, the R8.
Due in no small part to the short wheelbase of only 2.43 meters (7.97 ft) – 22 cm (8.66 in) shorter than that of the R8 – the body of the e-tron Spyder comes across as extremely stocky.

In an apparent homage to motor sports, the frameless side glass surfaces taper downward toward the rear. They form a unit with the windshield, which is strongly bowed and inclined like the visor of a helmet.
Another element borrowed from race cars characterizes the hood: the wide central air inlet, whose curve further accentuates the dynamics of the car’s front end and provides a visual and functional link to the Audi R8 LMS customer race car. The carbon application that is mounted flush in the front and side windows and wraps completely around the glass testifies to the design and manufacturing expertise that went into the car.

The front the silhouette of the e-tron Spyder are characterized by a sharp, sweeping line that immediately identifies the two-seater as an Audi. The sharply tapered front end lends the Audi e-tron Spyder show car a distinctly wedge-like basic shape. The trapeze of the single-frame grille dominates the distinctly wedge-shaped front end and is flanked by two large air intakes. They serve as cooling intakes for the electric drive system and also for the TDI engine at the rear of the vehicle.

Above, the grille merges into the flat strips of the adaptive matrix beam headlight modules with their three-dimensional clear glass covers that follow the contour of the functional elements.

All light units use ultra-efficient LED technology. As with the R8 and the e-tron sports car concept cars, the trademark four rings are located above the single-frame. Beneath the trademark is the charging station for the batteries. The rings disappear beneath the front hatch, exposing not just the charging plug but also a display showing the charge state and a map graphic indicating the current electric range.

Another distinctive feature of this show car are the 20-inch wheels, that take the blade design of the first e-tron show car and refine it into a three-dimensional turbine design. The wheels combine the lightweight materials aluminum and carbon into a design that is both visually pleasing and very effective aerodynamically. The 66 individual components comprising each individual wheel of the e-tron Spyder are indicative of just how complex they are.

The flanks sport familiar contours in a new form. Unusually sharply defined edges frame the smooth side surfaces while simultaneously separating horizontal from vertical areas.

The shoulder line frames the lines of the strongly contoured wheel wells even more distinctly than in the Audi R8 and combines them with the upper edge of the vehicle body. Particularly when viewed from the back, the e-tron Spyder appears even more pronouncedly horizontal and more strongly oriented toward the road.

An impression that is also created by the characteristic sills with a new cut and is picked up by the spoiler and diffuser at the front and rear of the car. Carbon elements borrow from motor sports to set special accents here as well. Carbon is also used on the engine cover in the rear and in license plate and lighting frame, which also includes the air outlets below the lateral light units.

The contrast of materials is reminiscent of a race car. The essential functional elements of the chassis and the vehicle body are done in carbon, while the body as a cover sports a classic paint finish. This illustrates the formal “shell-and-core” principle that defines the e-tron Spyder particularly clearly.

Thanks to an opening in the hood, even the longitudinal TDI mid-engine is a visible technological element surrounded by matt and glossy carbon surfaces, aluminum and leather. This combination of materials links the exterior with the interior of the vehicle.

Behind the seats are two cowls that gradually taper toward the rear and also flank the opening for the TDI engine and the implied cooling fins of the engine cover. They also contain the normally hidden rollover bars, which like in the production R8 Spyder shoot up within milliseconds and lock into place in the event of an emergency.


Visual and functional references to the fundamental concept of lightweight construction characterize the purist interior design. They establish a connection between proven Audi genes and new formal hallmarks. Typical for the Audi design idiom is the reduction of the architecture, controls and information output to the essentials in favor of a tidy overall impression.

The slim dash has a curve that extends laterally into the door panels. With no need to allow for a transmission, shifter and cardan tunnel, the designers again took advantage of the opportunity to create a particularly slim and lightweight center tunnel and convex, arching center console for the e-tron Spyder with hybrid drive. The only control element other than that of the MMI is the flush-mounted selector lever for the automatic transmission, which extends upward from the tunnel when the vehicle is started.

The cockpit of the Audi e-tron Spyder is also oriented toward the driver – a further characteristic Audi trait. Instead of the classic instrument cluster, the concept car is equipped with a large, display with integrated MMI functions and flanked by two round dials. The MMI can be controlled via a touch-sensitive control panel on the steering wheel – an element inspired by modern smartphones. It can also be controlled via the MMI control unit (MMI touch) on the center console. The steering wheel itself is clearly flattened off at both the top and bottom, in a clear reference to motor sport. Speed is displayed in digital form only. The dial instrument with information about the drive system can be chosen via the menu item “Drive.”

Besides information about the speed, the revs of the combustion engine and the electric drive, the central display also provides all of the key information from the infotainment and navigation systems.
Characteristic for the concept of the Audi e-tron Spyder is the near total elimination of switches and components such as the ignition. The climate control unit is located to the right above the steering wheel. The display provides temperature and ventilation information. Again drawing inspiration from a smartphone, the system is operated by means of a touch-sensitive control panel.

The equally racing-inspired lightweight bucket seats combine excellent lateral support with comfort. Contrasting colors and stitching delineate the various zones of the interior. The colors and the high-quality materials combine elegance and sportiness.

ASF body

Systematic lightweight construction is a crucial prerequisite for efficiency and range, while also being the primary foundation for exhilarating driving dynamics. The Audi development engineers drew on the core competence of the company for the Audi e-tron Spyder. The body structure is based on Audi Space Frame (ASF) technology and was realized as a hybrid construction, with the hood and numerous aerodynamic components made of carbon.

In ASF technology, the body’s supporting structure is made of extruded aluminum sections and die-castings. Aluminum panels are incorporated into this skeleton to form a positive connection and perform a load-bearing role. Each individual component of the ASF space frame is optimized for its specific task by the use of widely differing shapes and cross-sections, combining maximum stability with minimal weight. Despite the complex drive system layout with two electric motors and their respective drive systems plus the TDI engine, the Audi e-tron Spyder show car only weighs around 1,450 kilograms (3,196.70 lb).

Engines and transmissions

Audi has long proven the perfect synthesis between a highly advanced sports car and TDI technology. With the TT, Audi become one of the first manufacturers anywhere in the world to successfully bring a diesel sports car to market, a decade after the Audi Cabriolet paved the way for diesel engines in this segment. And the Audi R8 TDI Le Mans concept car was the first supercar to be fitted with a twelve-cylinder diesel engine with 500 hp and 1,000 Newton meters (737.56 lb-ft) of torque.

The Audi e-tron Spyder also draws on this recipe for success – albeit in a revolutionary new combination. This marks the first use of a new generation of the six-cylinder, 3.0 TDI that breathes through two turbochargers and produces 221 kW (300 hp). That is another 50 hp more than the previous stage, which debuted a few months ago in the new Audi A8.

Peak torque of 650 Newton meters (479.42 lb-ft) is unusually high, even in the sports car segment. The mid-mounted, longitudinal 3.0 TDI engine drives the rear wheels via a seven-speed dual-clutch transmission.

Another innovation is the coupling of the TDI with the electric drive of the front axle. Two asynchronous electric motors with a total output of 64 kilowatt (88 hp) and peak torque of 352 Newton meters (259.62 lb-ft) combine with the 3.0 TDI to give the Audi e-tron Spyder the performance of a high-performance sports car. It accelerates from 0 to 100 km/h (62.14 mph) in 4.4 seconds. Top speed is electronically governed at 250 km/h (155.34 mph).

The drive’s characteristic is even more exciting than the abstract numbers. Thanks in no small part to the fact that the peak torque of the electric motors is available immediately, the e-tron Spyder accelerates with catapult-like thrust. Short passing maneuvers on interurban roads can be pulled off as spurts that are every bit as relaxed as they are fun, even without having to downshift.

The noise level of the low-revving TDI is typically low. The six-cylinder unit behind the occupants issues a sonorously sporty growl under load, but never becomes loud. A surprising effect also present in the Le Mans-winning Audi R10 and R15 race cars, which are also powered by TDI engines.

The benefits of this special form of hybrid drive – the coupling of a high-torque, high-efficiency TDI engine with the electric motors – are by no means limited to the dynamic potential of the Audi e-tron Spyder, however. The open two-seater also sets new standards in its class for fuel consumption and environmental characteristics. The 300-hp TDI consumes on average just 2.2 liters of diesel per 100 kilometers (106.92 US mpg), which corresponds to CO2 emissions of only 59 g/km (94.95 g/mile).
The full-hybrid Audi e-tron Spyder has also mastered the discipline of zero-emission driving. In residential and other urban areas, the driver can activate the electric drive by itself. The 9.1-kwH battery at the front of the car has enough power for up to 50 kilometers (31.07 miles). And with a top speed of up to 60 km/h (37.28 mph), the e-tron Spyder is also able to move along smartly in city traffic.


The normal distribution of the tractive power is clearly biased toward the rear axle in accordance with the weight distribution of the e-tron Spyder and the dynamic shift in axle load during acceleration. Similar to with a pure mid-engine sports car, roughly 75 percent of the torque goes to the rear and 25 percent to the front. If an axle slips, this balance can be varied thanks to the central control of the entire drive system in combination with the ESP. The hybrid vehicle from Audi thus enjoys all of the advantages of quattro technology.

The combination of the mid-mounted TDI engine and the two electric motors at the front axle also make it possible to intelligently control the lateral dynamics of the e-tron.

Similar to what the sport differential does in conventional quattro vehicles, torque vectoring – the targeted acceleration of individual wheels – makes the e-tron Spyder even more dynamic while simultaneously enhancing driving safety. Understeer and oversteer can be corrected by not only targeted activation of the brakes, but also by precise increases in power lasting just a few milliseconds. The concept car remains extremely neutral even under great lateral acceleration and hustles through corners as if on the proverbial rails.

The chassis has triangular double wishbones at the front axle and a trapezoidal-link rear suspension made of forged aluminum components – a geometry that has proven in motorsports to be the optimal prerequisite for high agility, uncompromising precision and precisely defined self-steering behavior. A taut setup was chosen for the springs and shock absorbers, but it is still very comfortable.

The direct rack-and-pinion steering gives finely differentiated feedback. Its electromechanical steering boost varies with speed, so that the e-tron Spyder only has to provide energy while steering, and not while driving straight ahead.

As befitting its status, the Audi concept car rolls on 20-inch tires with a new blade design. 245/30 tires up front and 265/30 tires in the rear provide the necessary grip.

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Audi e-tron convertible Spyder

As a follow up to the Audi etron coupe, Audi just released a Spyder convertible version at the Paris Auto show.  The concept is powered by two electric motors and a 300-horsepower twin-turbo TDI V6 that comes to the fight with 479 pound-feet of torque. Audi says that despite the hefty 9.1 kilowatt-hour battery mounted up front, it managed to keep the weight low and distribute the pounds evenly across the chassis. As a result, this e-tron should be plenty flingable if it ever makes it off of the stage and onto a public road.

Audi says the e-tron Spyder hits the scales at 3,196 pounds and that the drivetrain can be driver-controlled to operate on electric power only at speeds up to 37 mph for a total of 31 miles.

Pics from Autoblog

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VW China to build all electric cars ASAP

“Volkswagen wants to build all electric cars in China, “as quickly as possible.”

” according to the German site Automobilwoche.  This is the statement by the new VW China CEO Karl-Thomas Neumann.   He last spent some time in VW’s electric car division before taking his new position at the beginning of September.

Why have I had a number of posts about China an electric cars lately?  Simply put, China is a major supplier of batteries.  VW has a strong presence in China.  China will be one of the biggest car markets in the world and last year, light car sales were already greater than in the US.  The US and China are the two single biggest car markets and will determine how the future of cars go so it’s worth keeping an eye on their market and direction.

Note that they just said “build” all electric cars, not sell.  Even still, could this lead to Chinese built VW cornering the market on cheap electric cars?  Could this finally tip the economics of electric cars to shift the entire industry away from gasoline?

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The problem with EV and hybrid technology in China

It’s no secret that EV and hybrid engineering will be one of the major expenses at automakers  for the next decade and that car growth in China is going to be explosive in the next 20 years.  What many people don’t know is that imported cars are heavily taxed and that to produce cars locally, the government requires foreign companies to establish a joint venture with a local company.

The new danger to foreign companies is this proposed requirement that would effectively hand over hard won technology to the joint venture companies if they want to do business in China.  According to the Wall Street Journal:

“China’s Ministry of Industry and Information Technology is preparing a 10-year plan aimed at turning China into “the world’s leader” in developing and producing battery-powered cars and hybrids, according to executives at four foreign car companies who are familiar with the ministry’s proposal.  The draft suggests that the government could compel foreign auto makers that want to produce electric vehicles in China to share critical technologies by requiring the companies to enter joint ventures in which they are limited to a minority stake, the executives say….The U.S. Chamber of Commerce in July said China’s policies are “forcing foreign technology companies to anguish over balancing today’s profits with tomorrow’s survival.” ”

It’s clear that they are trying to leapfrog oil and gain control of the next resource: the intellectual property behind cars.  They already are in a position to gain control of manufacturing.

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20 Audi A1 e-tron to start real world trials

Project partners Audi, E.ON, the Munich municipal utility company Stadtwerke München (SWM) and the Technical University of Munich (TUM) today sounded the starting gun for a fleet trial with electric cars in the Munich model region. By the middle of next year, 20 Audi A1 e-tron models will successively take to the region’s roads and around 200 new charging stations will be installed. The “eflott” project is part of the “Model Region Electromobility Munich” sponsored by the German Federal Ministry of Transport. It will address a number of issues from the data transfer between the driver, vehicle and electric filling station to the power grid. It will also include a test of smartphones as the central interface for the driver.

  • Project partners Audi, E.ON, Stadtwerke München and the Technical University of Munich
  • 20 Audi A1 e-tron models to gradually hit the road
  • 200 “electric filling stations” to be built
  • Green electricity at all charging stations

The Audi A1 e-tron is an innovative Mega City Vehicle (MCV) with an electric drive. It has a range of more than 50 kilometers in city traffic and a peak power output of 75 kW (102 hp). A compact internal combustion engine recharges the battery when its energy is depleted. Top speed is 130 km/h (80.78 mph). The compact MCV is a zero-emissions vehicle for the first 50 kilometers (31.07 miles) that it is underway, such as in city traffic. The battery comprises a package of lithium-ion modules mounted in the floor assembly in front of the rear axle. A small, single-rotor Wankel engine in this near-series vehicle increases the range in exceptional circumstances. This “range extender” powers a generator that produces 15 kW of charging power. If the range extender is used to recharge the battery, the A1 e-tron can cover an additional 200 kilometers (124.27 miles) of range. According to a draft standard for the computation of fuel consumption for range extender vehicles, this represents a fuel consumption of 1.9 l/100 km (123.80 mpg) – a CO2 equivalent of only 45 g/km (72.42 g/mile). E.ON and SWM are installing the necessary charging infrastructure; E.ON primarily in the outlying areas and SWM in the Bavarian state capital. The two utility companies are initially installing a total of 100 “electric filling stations” each as part of a variety of projects. All of the charging stations are supplied with electricity generated from renewable energies. The Technical University of Munich is responsible for comprehensive data collection and evaluation of mobility behavior. How heavily and in which situation is the electric car being used? And what influence does this option have on the use of other means of transportation? To answer these questions, the Department of Vehicle Engineering has developed a mobile application that will be provided on a smartphone to all participants of the fleet trial. The device will thoroughly document their mobility behavior – from their use of bicycles to the electric cars and from conventional cars to buses and trains. To ensure that the participants always use the smartphone, the Department of Ergonomics made sure that the application features an easy-to-use design that encourages use over the long-term. At the same time, the Department of Marketing is conducting a study to discover which billing models for the electricity used for e-mobility meet with the greatest acceptance. The fleet trial is being supported by the German Federal Ministry of Transport as part of a publically-funded project. “Electromobility is not an abstract technology issue. At its core is the question of how the transportation systems of the future should look. We are therefore funding electromobility under real-world conditions in our model regions – a large field test, so to speak. Projects like these provide us with important insight into how to make electromobility a success, both in the city and in rural areas. In the Munich model region, we are providing approximately €10 million in funding for electromobility. This money is a smart investment in the future. Our goal is clear: We want to make Germany the lead market for electromobility and put at least one million electric vehicles on German roads by 2020,” says Federal Transport Minister Peter Ramsauer. “Audi is working hard on the future of mobility. “We are trying to find a concept that requires no compromises,” says Rupert Stadler, Chairman of the Board of Management of AUDI AG, who continues, “Electromobility means more to us than just electrifying conventional cars. Instead we are dedicated to a holistic approach to all aspects of the topic. We hope that this fleet trial will enable us to gain broad insights into the behavior but also the expectations of our customers regarding their dealings with electric cars. Of course, the data that we will collect are another aspect. This market and technology feedback will enable us to further expand our expertise in electrification. Klaus-Dieter Maubach, Member of the Board of Management of E.ON AG, Technology, adds, “In this project, we are shifting the locations of our electric filling stations to existing parking lots as was suggested by our knowledge of user behavior. We are equipping private garages or parking garages, for example, with charging stations. We hope that this will allow us to further develop the technology of the charging points and the communication with the grid operator, in particular, and thus secure our leadership role in the development of electric filling stations. Intelligent charging points are more than just electric filling stations. They are the prerequisite for using vehicle batteries as intermediate storage for renewable energies in the intelligent power grids of the future. As an operator of subways and trams, SWM has decades of experience with electric mobility in short-range public transportation. The expansion of the charging infrastructure marks their entry to the field of sustainable individual mobility. “The SWM charging stations will ‘pump’ nothing but our green electricity,” says Dr. Florian Bieberbach, Commercial Director of SWM, reducing the vehicles’ CO2 emissions to zero. Our efforts to expand renewable energies is the foundation allowing us to do this. By 2025, we hope to generate enough green electricity in our own plants to meet the electricity needs of the entire population of Munich – including the requirements of electric vehicles. This would make Munich the first city of over one million inhabitants to achieve this ambitious goal.” “For researchers, it is no longer a question of whether electric mobility will be able to establish itself, but rather of when. Electromobility means a paradigm shift for industry and society, making it a central strategic focus of the TUM,” says Professor Wolfgang A. Hermann, President of the Technical University of Munich. “The Science Center for Electromobility at TUM pools the expertise of 42 departments from eight schools, which are working hard to contribute to the development of sustainable individual mobility

Source: Audi audi etron

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The danger of successful hybrid car technology

Mercedes Benz has been developing and selling hybrid cars for years but it was announced Thursday Sept 16 2010 that they are in talks with Toyota to license their hybrid technology.

According to Reuters, “A supply deal between Toyota, the world’s biggest automaker, and the German premium car maker would come as a surprise since Daimler has been working with rival premium car maker BMW AG on hybrid development…..Car makers around the world are looking to cut costs by spreading the load of heavy investments in new technologies such as hybrid and electric vehicles….Toyota most recently signed an agreement to supply core hybrid parts to Mazda Motor Corp despite the latter’s equity ties with Ford Motor Co, which is among the few automakers today with a proprietary hybrid system. Toyota also supplies Nissan with hybrid technology for the Altima sedan.”

source: Reuters

This means two things – consolidation of technology development at Toyota and the growing investment in hybrid technology and infrastructure.

Have you ever wondered why airliners from the 80′s are still in use?  Airline jets cost millions of dollars to design, test, build, buy, and maintain.  All of these steps are supported by an entrenched infrastructure.   Other than cars, they’re one of the most recognizable pieces of complex engineering.  Airline companies operate in boom-bust cycles so they have to be careful about where they spend their money and what they commit their dollars to.   It’s simply not worth it for the status quo to discard all that infrastructure to design something totally new when the existing technology gets people from point A-B as cheaply as possible.   Airbus has their new A340 jumbo-jumbo jet and Boeing has their technology laden 787 Dreamliner but the airliners still overwhelmingly use their old inefficient and dirty jets because it’s cheaper.   There’s no motivation to change until government regulations force it or until economics force it.

BMW and Mercedez Benz were cooperating on developing hybrid technology because it’s very expensive, especially in a global economic depression, to make something totally new from scratch.  It’s just cheaper to buy it from Toyota.  The real danger is that like using old jets, once companies are successful and have invested in a technology, they are reluctant to throw it away and start from scratch.

While Toyota is working on next generation cars, they have little motivation to not promote Prius hybrid technology

This is where opportunity comes in for companies like VW auto group.  They are big enough and have enough resources to start their own technology and leapfrog Toyota, entrenched in their successful and profitable hybrids, to make the next generation car.  Nissan licenses Toyota technology for their Altima hybrid but they’ve seen the wisdom and introduced the Nissan Leaf full EV.  VW has the Touareg hybrid, Porsche Cayenne hybrid, Porsche Panamera hybrid (all the same powertrain), and will introduce the Audi Q5 hybrid.  The first 3 hybrids use Ni-MH and the Q5 is planned to use Li-ion batteries.  The VW Jetta hybrid specs aren’t yet known.  If VW is wise, they will concentrate on their EV versions of these cars to leapfrog hybrids and go straight to full EV.  The real question is what is VW’s intention.

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Audi Q7 hybrid specs

Here are some specs on the Audi Q7 hybrid concept.

Although Audi has confirmed the Q5 as the first production Audi hybrid car, they did show a Q7 hybrid concept in 2005-2006 and as late as last year.  Since the Q7 shares the chassis with the VW Touareg hybrid and Porsche Cayenne S hybrid, who knows why they didn’t just make it 3 and offer the same hybrid drive train in the Q7.

The engine in the Audi Q7 hybrid

One possible reason is the engine.  The hybrid drivetrain used in the other cars could have bolted in but the hybrid concept used their 4.2L V8 engine instead of the 3.0L supercharged engine used in the production cars.  The concept’s V8 made 325 lb-ft torque and the electric motor added 148 lb-ft for a total of 473 lb-ft combined.  The reason it wasn’t made into a production car is because the 3.0L engine is more efficient, lighter, and makes as much power.

The gallery below shows the layout of the trunk mounted battery and the operation modes of the hybrid powertrain.

The nail in the coffin for the Audi Q7 hybrid

The final reason for introducing the Q5 hybrid before the Q7 hybrid was cost.  The car would have been too expensive for the US and Audi decided to focus their efforts on the Q5.  Early reports suggest that the Q5 hybrid will use li-ion batteries.

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Audi e-tron top speed and 0-62 acceleration

The limited top speed of the Audi E-tron is only 124 but the vehicle could reach 160.

Why is this? According to Autocar magazine, top speed travel depletes the battery too quickly. The maximum driving range is 152 miles but at very high speeds that would go down dramatically.

0-62 speed of the Audi Etron is 4.8

This sounds pretty good but it actually seems slow when you hear that it has a ridiculous torque rating of 3,319 lb-ft!  The reason acceleration isn’t any faster is because horsepower is only rated at 313 hp.  Torque feel translates into throttle responsiveness but hp is what makes you go fast.

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lol, Audi e-tron name (etron) in French means turd or poop

The electric car based off the Audi R8, the Audi e-tron means turd in French. This kind of name gaffe recalls the Chevy Nova (no-go in Spanish). Here are some press photos of the e-tron to show what a nice car got a bad name.


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Audi A1 e-tron wins e-car award for 2010

evwaudi VW hybrid and Audi hybrid blog editor note- the Audi A1 e-tron isn’t the same as the Audi e-tron sports car, a picture is below

Audi e-tron show car presented in Detroit takes fourth place Votes cast by 36,212 readers of Germany’s “AUTO TEST” magazineCompetition included 24 models

The Audi A1 e-tron has won the “e-car-award,” presented this year for the very first time. The innovative Mega City Vehicle (MCV) with an electric motor was selected the winner from a field of 24 models, with 36,212 readers of Germany’s “AUTO TEST” trade publication casting votes. The Audi e-tron show car, which was shown at the beginning of the year at the Detroit Motor Show, took fourth place.

The awards ceremony was held on June 3 during “the electric avenue” trade show for electromobility in Friedrichshafen on Lake Constance. The compact concept car, which celebrated its premiere during the Geneva Motor Show, offers emission-free transport in city traffic along with a driving range that exceeds 50 kilometers. Thanks to peak power output of 75 kW (102 hp), the A1 e-tron also delivers a great driving experience. A compact combustion engine recharges the battery when it runs out of power.

The Audi A1 e-tron is a compact electric car for the premium car segment. The four-seater, two-door MCV is specifically designed for daily use in the metropolitan areas of Europe and North America, as well as in the rapidly growing megacities of Asia and South America.

Audi is expanding its e-tron model family in steps, and the MCV is the third car to carry the e-tron designation. Audi has employed radically different technical concepts in the process. The first e­tron, which was shown at the 2009 IAA in Frankfurt, is a near-series high-performance sports car with electric motors for all four wheels. The concept car for the 2010 Detroit Motor Show, which the “AUTO TEST” readers voted into fourth place, is a lightweight, compact two-seater car with two electric motors on the rear axle.

Source: Audi press release

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