The Audi e-tron is 4,986mm in length, which is 66mm shorter than a Tesla Model X but 304mm longer than a Jaguar I-Pace. It is, however, narrower than both, which ought to make parking on crowded city streets a little bit easier. especially since a 360-degree parking camera is included in every edition.
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Does the e-tron exceed the Q5 in size?
especially since a 360-degree parking camera is included in every edition. In terms of measurements, it is shorter than a Q7 but longer than an Audi Q5 (4,663mm) (5,052mm). The ride height of the e-tron can be adjusted up to 76mm, making it simple to get in and out of while also giving it some light off-road capability.
Are there seven seats in the Audi e-tron?
LED headlights, three-zone climate control, and a linked sat-nav are all included in the e-standard tron’s equipment. Keyless enter and go, cruise control, DAB, leather trim, Bluetooth, Android Auto, and Apple CarPlay are also included, as well as a 12.3-inch digital dial pack.
The e-tron only has place for five passengers, as opposed to the conventional Q7’s seven seats, because the battery pack is located under the boot floor. But the XC90 T8 has a full seven seats.
Testers’ notes
- Technology: The 12.3-inch Virtual Cockpit on the Q7 includes digital gauges and provides information on charging and how the hybrid system is using the energy.
- Transmission: An electric motor incorporated into the eight-speed automatic transmission enables running entirely on electricity.
- Materials: The Q7’s fit and finish are excellent, creating a comfortable cabin. The equipment is also abundant.
A Real SUV
We often refrain from commenting on car styling because our personal tastes are no more important than yours. However, I’ve come to understand that you can’t judge a design until you see it in the real world rather than on an auto show floor. In addition to being a real SUV and looking good, the e-tron already blends in better than two of its main rivals, the Jaguar I-Pace and Model X, when it arrived at the San Francisco airport (compare the Model X and I-Pace specs side by side).
According to a long-held belief, drivers of environmentally friendly automobiles must stand out since they are attempting to make a statement. I never accepted this justification. The Nissan Leaf has always been a little bit of a freak, and its market success has been small. In contrast, the renowned Toyota Prius has always been a bit odd-looking, but for a decade it was uniquely efficient and economical, and there was no control group to compare it with. Audi is catering to individuals who don’t want to stand out or perhaps those who don’t want to make the compromises required of the strikingly styled I-Pace with the e-tron.
Driving the e-tron
Even though its claimed zero-to-60-mph time of 5.5 seconds by Audi is slower than other rivals, the e-tron possesses the responsiveness we’ve come to expect from an electric car. Tesla rates the Model X at 4.6 seconds for a Standard model and as little as 2.7 seconds for the Performance version with Ludicrous mode. Jaguar claims 4.5 seconds for the I-Pace, Mercedes-Benz claims 4.9 seconds for the EQC (which we haven’t driven), and Jaguar claims 4.5 seconds for the I-Pace.
The e-tron features a Boost Mode, but unlike Ludicrous mode, it doesn’t shorten the acceleration time; instead, it unleashes the entire 402 horsepower and 490 pounds-feet of torque that allows for the claimed 5.5 seconds. For the most part, the e-tron restricts output at 355 horsepower and 414 pounds-feet in the interest of efficiency. Only when the shifter is in Sport or the Drive Select mode is set to Dynamic and the accelerator is floored while pressing the same lever that causes a transmission downshift in Audis with gas engines will Boost Mode be activated.
Whether using Boost Mode or not, the e-tron accelerates most effectively off the line. As all four wheels sink in, you can be thrown back into your seat. Highway passing power, like that of most electric vehicles, isn’t particularly outstanding, but even as I ascended steeper inclines into the Eldorado National Forest, I never felt short on power. The e-tron is the first electric Quattro from the inventor of all-wheel drive, and it features a drive motor on each axle. For a rear-drive experience, the rear motor has a higher power rating of 224 horsepower and 262 pounds-feet of torque. 184 horsepower and 228 pounds-feet are the front’s ratings. The torque distribution is 80/20 by default, but it can change depending on the situation and can be 100% rear when traveling on the interstate. The traditional method of shifting torque left and right with brake-based traction control is also possible. Unfortunately, the snowfall we had as we got closer to Lake Tahoe was just enough to be annoying and not enough to test the AWD’s capabilities in compacted snow.
The Quattro tuning and the placement of the battery pack between the axles help the e-tron seem well-balanced. Only a vehicle with a battery pack weighing about 1,540 pounds in its floor can seem like it has a low center of gravity. Although the SUV’s size and weight are too great for it to feel athletic, the body of the e-tron does not lean excessively into corners. Although it handles well, it lacks a nimble feeling. (As of publication, the curb weight was not published, although I believe the e-tron to be near to three tons.) Although it was wonderful on the beautiful highways of California and Nevada, I might object back in the Midwest because the ride quality is rougher than I had anticipated. Although air springs are standard, the e-tron lacks adjustable shock absorbers, so choosing the Comfort mode has the same impact as pressing the Close Door button on an elevator. Although summer tires are optional with 19-inch wheels, Audi warns that these wheels “may ride less comfortably, make more noise, and wear more quickly than other choices.” Take note that the Prestige trim level of my car came with 21-inch wheels rather than the Premium Plus trim level’s standard 20-inch wheels.
However, this is characteristic of vehicles with regenerative braking, which uses the drive motors as generators to recharge the battery rather than pressing brake pads against discs. The e-brake tron’s pedal feels numb and isn’t as easy to control as a decent traditional braking system.
the latter of which, according to an additional real-time readout Audi offered on an iPad, represented less than 1% of our braking. I prefer to drive with a more severe deceleration when I lift off the accelerator, which the e-tron permits if you draw and release the left steering-wheel paddleonce for 0.03 G of braking and again for 0.1 G. This is partly because I don’t like the wacky EV brake pedal feel. The touchscreen’s Efficiency assist menu requires you to select Manual under Recuperation if you want it to stay at the current setting.
Roomy, Utilitarian, Familiar
The Audi Q7, which seats seven, is 6.6 inches longer than the e-tron, which is only 3.3 inches shorter than the new Audi Q8 SUV. The e-tron is far roomier than the Jaguar, which we have criticized for being overly claustrophobic and difficult to see out of, thanks to its size advantage and typical SUV design. It is almost 9 inches longer than the I-Pace. The e-tron has space to spread out, so the backseat competition is, well, no contest. Legroom is 39.1 inches vs 35.0 inches in the I-Pace. The floor’s central hump is much smaller than it is in most Audis.
The cargo tale is comparable. In comparison to the Jaguar, the e-tron offers 28.5 cubic feet of space behind its backseat. When the seats are folded down and the front storage spaces are added up, the Audi has 57 cubic feet, compared to the Jag’s 52. The Model X has 87.8 cubic feet in comparison. Under the e-hood, tron’s there is a storage space big enough for the charging equipment but not much else.
The dual-touchscreen Multi Media Interface’s layout and controls take some getting used to, but overall it’s an improvement over the previous knob-based system. It surpasses the I-version Pace’s of the same, especially its touch-sensitive steering-wheel controls, in our opinion. The shifterfor want of a better termwhich consists of a stationary leather-covered palm rest with a brushed-metal slider on the left that you push forward and back with your thumb and forefingeris the key feature that sets the e-interior tron’s apart from other recent Audis.
Sincerity be damned, there were occasions when I wondered whether Audi had gone too far with its no-nonsense attitude. The navigation map may display the now-familiar ring to indicate your current range in any direction, and the e-tron comes with 10 years’ worth of Audi Connect connectivity to enable remote charging, cabin preconditioning, and other features through a smartphone app. But can that match Tesla’s mixed martial arts skills?
Range and Reality
I will argue in favor of the e-limited tron’s range, but I find it more difficult to accept one of the justifications. I berated the I-Pace for its comparative inefficiency of 76 combined mpg. (MPG-E accomplishes the job when comparing battery-electric vehicles; it is less effective when comparing them to gas-powered vehicles.) Model X 75D, which is somewhat bigger, has a 93 mpg-e rating. Because of its higher efficiency, the Tesla’s 75-kilowatt-hour battery may theoretically provide 4 more miles of range than the I-90-kwh Pace’s battery, and it can add more miles of range over the same period when charging at the same rate.
The Audi e-tron is rated at 74/73/74 mpg city/highway/combined, which is 1 mpg-e greater on the highway but 2 mpg combined and 6 mpg less in the city than the I-Pace. This discrepancy is reasonable given that the C-HR is a bigger, higher car than the I-Pace. However, it doesn’t lessen the sharp contrast between these two and the Tesla. Even the least efficient Model X, the P100D, has an estimated range of 289 miles with a battery pack that is only 5 kwh more than the e-95 tron’s kwh.
Although the e-drag tron’s coefficient is 0.30, the I-is Pace’s 0.29, and the admittedly oddly shaped Model X’s is 0.24 (lower numbers are more slippery), aerodynamics appear to have a role. However, this alone cannot account for Tesla’s supremacy.
An A+ Charging Strategy
The charging approach used by Audi is the finest thing I can say about the e-tron. It gives the buyer an advantage and aids in making up for the car’s shortcomingssomething the I-Pace falls short of doing.
First off, the e-built-in tron’s electronics have a 9.6 kilowatt home charging capability, which means a depleted battery can be refilled using 240-volt charging in around nine hours, giving it an average range of 22 miles for every hour of charging. Even though the I-Pace has a smaller battery, its maximum power output is 7 kW, therefore it takes around 12 hours (major gaffe). With 9.6 kW, there is also more than enough power to immediately pre-heat or cool the interior while the vehicle is still plugged in without draining the battery and reducing the driving range.
Second, Audi offers a versatile home charging system with the vehicle. This little unit has a maximum 9.6 kW 240-volt charging capability, but can also charge at 120 or 240 volts. It makes sense to include the hardware in a vehicle of this price that relies on high current. The installation portion of the bill, which Audi does not cover and which, depending on the location, may cost hundreds or even thousands of dollars, was addressed via a partnership between Audi and Amazon Home Services. The device needs a circuit with a 50-amp breaker, 240 volts, and 40 amps.
Third
And because the focus on public charges is wrong, I’m placing this in the distant third place.
All e-trons have some of the quickest DC rapid charging speeds currently available. The e-tron can absorb up to 150 kW at charging stations able of this level since DC charging avoids the vehicle’s AC home charging constraints and goes directly to the battery (not all are). In the same circumstance, the I-Pace is capped at 50 kW. The capacity of Tesla’s exclusive Superchargers ranges from 72 to 250 kW, and the Model X itself is now restricted to 150 kW.
What does this mean in the present and the future? After stopping at a Sacramento Electrify America station, the battery was charged from 59 to 99 percent, extending the range by 77 miles. The car could accept 150 kW at its maximum, and the instrument screen once showed that it could add range at a pace of 373 miles per hour, or more than 6 miles per minute. The average rate, however, came out to be around half that, or 3 miles per minute, because charging slows as the battery gets close to capacity. All batteries charge more quickly when they are empty and less quickly when they fill up. However, the e-tron can accept fast charging rates at high battery charge levels because of its strong cooling system. Our e-tron exceeded 144 kW up to around 80% of its capacity, fell below 100 kW at about 84 %, and continued to exceed the 50 kW limit of the I-Pace all the way up to 96 % of its capacity.
Within the first four years of ownership, E-tron customers receive credits for 1,000 kwh of charging at Electrify America fast-charging stations, which may or may not be beneficial to you depending on where you reside. Always keep in mind that charging at home is the goal. I advise avoiding purchasing an EV with the expectation that you’ll use public charging, which has endless availability and price variations.
How large is an Audi e-boot? tron’s
Because all of the E-battery Tron’s cells are sandwiched under the passenger compartment’s floor, there is no interruption to the interior space availableand the E-Tron has a lot of it.
The trunk has a capacity of 605 liters, which is significantly more than a comparable Q5 and grows to 1,755 liters with the seats folded down. For additional bits and pieces, there is a space underneath the boot floor. Fortunately, there is a designated space behind the bonnet where the charging connections may be tucked away.
The Q4 e-tron from Audi is the same size as the Q5?
The cost of Audi’s new Q4 e-tron electric SUV has been established. It is almost the same size as the well-known Q5 SUV. And the price is less.
Can the Audi e-tron accommodate three car seats?
The Audi e-tron is a good option if you’re searching for a high-end, cutting-edge electric family car that’s both roomy and fashionable. It is cozy, fun to drive, somewhat quick, and the build quality is great.
The front passenger seat and two outer seats of the Audi e-tron also have ISOFIX points, and all of the rear seats have top tether points. This means that three child seats can just barely fit side by side in the back.
It has a spacious boot that can hold 660 liters of luggage, which is considerably more than its competitors, such as the Jaguar I-Pace and Mercedes-Benz EQC. A cargo compartment with up to 1725 liters of room is made available by folding down the back seats.
Of course, the one question prospective purchasers of electric cars often have is, “How far can it travel on a charge?” According to official estimates, the Audi e-tron 55 can go up to 248 miles between charges, while the e-tron 50, which has less power, can go up to 195 miles. These are respectable distances for an SUV this size and weight.