First Drive: Audi E-Tron Spyder Concept [video]

Motortrend got let loose with in the Malibu Hills of California with the one of a kind Audi e-tron Spyder.

Pilot project kicks off with Audi A1 e-tron in Munich

As of today, 20 units of the Audi A1 e-tron are on the roads of the Munich pilot region. Some trial participants even got the keys to their electric cars weeks ago. Audi, E.ON, the public utility Stadtwerke München and Technische Universität München (TUM) are project partners in this fleet trial. E.ON and SWM are in charge of expanding and maintaining the charging infrastructure in the Munich metropolitan area.

As a symbolic gesture, Audi handed over the A1 e-tron fleet vehicles today to its project partners and trial participants. E.ON and SWM have installed a demand-oriented charging infrastructure; SWM within the Bavarian capital’s city limits and E.ON primarily in outlying areas. All electric fueling stations offer power generated via renewable energies. This fleet trial is part of the "Modellregion Elektromobilität München" (Electric Mobility in Munich as a Pilot Region) project, sponsored by Germany’s Federal Ministry of Transport, Building and Urban Development. The Ministry is providing the region with some ten million euros for electric mobility. This project will address a number of issues, ranging from the power grid itself to data transfer between drivers, vehicles, and electric fueling stations. For example, the use of a smartphone as a driver’s main interface will be examined.

"Audi works relentlessly on comprehensive approaches which maximize benefits to customers. In this era of electric mobility, we will offer our customers a wide range of services which go beyond driving itself. For example, the networking of vehicles with their surroundings and with infrastructure as well as new concepts of mobility will be important," emphasizes Franciscus van Meel, Head of Electric Mobility Strategy at AUDI AG. He adds: "We want to use this fleet trial to learn more about our customers’ usage of electric cars, and their expectations in this regard. We are planning additional fleet endeavors in strategically important markets."
The Audi A1 e-tron is an electric car with a range extender. Its output of 75 kW (102 hp) enables the A1 e-tron to reach a top speed of 130 km/h (80.78 mph). If the battery runs out of energy, then a compact combustion engine – the range extender – recharges the battery as needed to boost the vehicle’s operating range to as much as 250 km (155 miles). This compact electric car is a zero-emissions vehicle for the first 50 kilometers (31 miles) of a trip – in city traffic, for instance. The battery comprises a package of lithium-ion modules mounted in the floor assembly in front of the rear axle. In short, the four-seat A1 e-tron was designed for daily driving in metropolitan areas. It consumes a mere 1.9 l/100 km (123.80 US mpg), for a CO2 equivalent of just 45 g/km (72.42 g/mile)*.

As Ruth Werhahn, Head of Electric Mobility at E.ON AG, emphasizes: "The fleet trial which started today will only add to the expertise we have been acquiring during more than ten pilot projects for electric mobility in six European countries. We have blazed new trails in the charging infrastructure. We have set up not only public charging points near large cities but also innovative charging points at multi-level parking lots in city centers. Drivers simply insert their parking-lot tickets to use the charging points and then pay for their electricity along with the parking fee."

E.ON has already developed commercially viable charging solutions for various scenarios. For example, the company markets a package to private individuals in Germany: green power and a charging box for use at home. But E.ON first conducts a safety inspection of these customers’ electrical equipment. After all, not every electrical outlet and its wiring is designed to withstand the heavy loads associated with recharging an electric vehicle for hours. E.ON also supplies charging stations open to the general public – primarily commercial customers. At these stations, two electric cars can recharge their batteries at the same time via different charging points. Magnetic-stripe cards grant drivers access. Both types of electric fueling stations are being used in the Munich fleet trial. In addition, E.ON is fostering the continuous enhancement of charging technology by focusing on direct-current (DC) fast charging as well as cable-free charging.

Dr. Florian Bieberbach, Commercial Director at SWM: "We have been working with partners for quite some time on various projects concerning individual electric mobility. As the operator of streetcars and subway trains, we have more than 115 years of electric-mobility experience in public transportation. SWM is responsible for the charging infrastructure within Munich city limits; we also offer the green power which facilitates CO2-neutral driving. The foundation for this was laid by our Renewable Energies expansion campaign. We want to generate enough green electricity by 2025 to supply the entire Munich metro area with electricity. Munich is thus on pace to become the world’s first city of a million-plus inhabitants to achieve this ambitious goal."

TUM is collecting and analyzing data on people’s mobility during the project. In which situations do people drive electric cars and to what degree? And how will this technology influence the use of other means of transportation? To answer these questions, the departments of Automotive Engineering and of Ergonomics have developed a mobile application that all fleet-trial participants can use on their smartphones. More specifically, these devices will thoroughly document participants’ mobility behavior – from their use of bicycles through electric cars and combustion-engine passenger vehicles to buses and trains. At the same time, the Department of Services Marketing is conducting a study to ascertain suitable models for billing electric-mobility customers.

"For researchers, it is no longer a question of whether electric mobility will catch on, but rather when. Electric mobility constitutes a paradigm shift for companies and society alike. This fleet trial allows us to learn more about people’s mobility habits under a new set of circumstances," says Professor Markus Lienkamp at TU Munich’s Department of Automotive Engineering. "Insights from this project can then serve as the basis for worthy approaches to sustainable individual mobility."

The Audi e-tron Spyder in Malibu, California [video]

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.

The two-seater is equipped with a 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 3,196 lbs combined with the high-torque TDI and the two electric motors results in respectable performance. The car accelerates to 60 in less than 4.5 seconds, and top speed is electronically governed at 155 mph.

Seven Auto Makers Agree to single-port DC fast charging standard

Recognizing the importance of a single international approach for DC fast charging, Audi, BMW, Daimler, Ford, General Motors, Porsche and Volkswagen have agreed on the combined charging system as an international standardized approach to charge electric vehicles (EV) in Europe and the United States.

The system is a combined charging approach integrating all charging scenarios into one vehicle inlet/charging connector and uses identical ways for the vehicle to communicate with the charging station. This allows electric vehicles from Audi, BMW, Daimler, Ford, General Motors, Porsche and Volkswagen can share the same fast charging stations.

The seven auto manufacturers believe the development of a common charging approach is good for customers, the industry and charging infrastructure providers. Standardization will reduce build complexity for manufacturers, accelerate the installation of common systems internationally and most importantly, improve the ownership experience for EV drivers.

The endorsement of the combined charging system was based on reviews and analysis of existing charging strategies, the ergonomics of the connector and the preferences of customers in both the United States and Europe. The harmonized approach – across both continents and all manufacturers - will provide a framework for future infrastructure planning as well as a communication protocol to assist in the integration of electric vehicles into the smart grids.

The seven auto manufacturers also agreed to use HomePlug Green Phy as the communication protocol. This approach will also facilitate integration of the electric vehicle into future smart grid applications.

Automakers point to the success of Level 1 and Level 2 (for 220V charging in the U.S.) as an example of how standardization will increase the adoption of electric vehicles and increase customer satisfaction. The harmonized electric vehicle charging solution is backward compatible with the J1772 connector standard in the U.S. Backward compatibility also has been achieved in Europe where the system is based on the IEC 62196 Type 2. The approval of the J1772 standard has given electric vehicle owners the comfort of knowing they can charge at all Level 2 charging stations. Prior to standardization an EV owner had no way of knowing if the charge port they were pulling up to was compatible with their vehicle.

Audi EV and Hybrid Showcase @ IAA Frankfurt [video]

e-tron, hybrid, concept cars: Audi concepts for sustainable mobility are as diverse as the challenges.

Self-driving, laser-equipped Audi A2 EV Concept [video]

With the A2 concept technology study, Audi is offering a peek at electric driving in the megacities of the future. The purely electric powered A2 concept is a classic space concept: a premium vehicle for metropolitan areas featuring generous amounts of space and composed road manners.

The technology study is packed full with attractive, intelligent technologies. An innovative body technology – a further development of Audi's ultra-lightweight construction – limits its weight to just 1,150 kilograms (2,535.32 lb). Audi connect technologies provide an Internet connection; the steering and brakes are purely electric (by-wire) systems.

Exterior design

The Audi A2 concept demonstrates the complete skill set of the Audi designers in a compact space. It is just 3,804 millimeters (149.76 in) long, 1,693 millimeters (66.65 in) wide and 1,494 millimeters (58.82 in) high; even so, it makes it makes and elegant, powerful and sporty impression on the road. As is typical for Audi, its clean appearance concentrates fully on the essentials.

The opaque glass roof of the show car finished in flat Electric White becomes transparent at the push of a button. When an electric voltage is applied, small particles integrated into the glass align so that the light can pass through the glazing unhindered. When the glass roof is darkened, however, it blocks the infrared component of the sunlight almost completely, effectively shadowing the interior. This is a further contribution to efficient temperature management in the purely electric powered Audi A2 concept.

As with every Audi, the front of the technology study is dominated by the single-frame grill, in this case, in a special version tailored to electrical operation. The upper two-thirds are designed as a closed, folding surface, behind which are the charging socket and the cooling water connection. The four Audi rings are intensively sculpted; the engine hood is permanently bolted to the body.

Mounted in the lower section of the single-frame grille, which acts as an air inlet, are highly efficient cooling elements made of graphite foam. The lightweight mineral is an excellent conductor of heat from the water to the ambient air. Eight blocks with six graphite elements each are located in the central air inlet.

Another highlight of the A2 concept are the matrix beam LED headlights. An entire bundle of small light-emitting diodes arranged one above the other produce the low beam and high beam light. Microreflectors enable the precise positioning of the light. The LEDs can be switched on and off independently to illuminate the road perfectly in any situation. Numerous mini-LEDs set in the lower section of the headlight like a pearl necklace produce the daytime running light.

The side view of the technology study is also typical Audi, with brawny wheel wells, a low greenhouse and an early-sloping roof line that ends in a long rear spoiler. Sharp lines frame tautly arched sheet metal surfaces. The dynamic line above the sills rises distinctly; the tornado line below the windows runs slightly upward. Just below the tornado line is a characteristic feature of the Audi A2 concept – the Audi dynamic light: a band of light that connects the headlights with the tail lights.

Light-emitting diodes and light guides produce the Audi dynamic light. When in standby-mode, the several centimeter-wide band appears black. When the owner of the Audi A2 concept approaches, it lights up blue in welcome and focuses on the door handles, which are inset into the band and extend when the driver swipes a hand over them.

The dynamic light shines bright orange when the A2 concept is driving. It pulses on the corresponding side when indicating a turn, and when braking, a red pulse of light runs along the flank as a warning for other road users.

The tail lights also use matrix beam technology. They are adaptive: The system uses a sensor to detect how good visibility is and adjusts the brightness accordingly.

Five laser diodes produce the rear fog light. When visibility is good, their light is invisible. In the fog or rain, however, it strikes the water particles in the air and becomes clearly visible as a floating triangle.

Interior

The interior also reflects the philosophy behind the Audi A2 concept. It is light, clean, open, and spacious with intuitive controls. The dashboard is split into two sections, with the semi-circular left section enclosing the driver's area. The Audi dynamic light runs along the edges in two separate arcs from the doors to the cockpit. It welcomes the passengers in a manner similar to the light band on the exterior.

The architecture of the interior takes advantage of the possibilities afforded by the electric drive system. There is no center tunnel; the console between the front seats can be lowered to allow free passage through the vehicle. Heating and cooling air flows indirectly and draft-free through a perforated surface beneath the windshield.

The steering wheel of the Audi A2 concept is flattened at the top and bottom, with a single spoke connecting the ring to the impact absorber. The two large horns pointing inward have touch-sensitive surfaces used to control key functions, with only the turn signals and windshield wipers still controlled via the traditional steering column stalks.

If both touchpads are touched at the same time, the A2 concept switches into a semi-autonomous driving mode. This convenience feature is a welcome relief in slow-moving traffic, for example. The driver maintains full control of the vehicle at all times, exactly like with today's ACC stop & go system on which the new technology is based.

An open, shell-like section serves as the steering column and extends horizontally into the cockpit. On the far end is a seven-inch display flanked by two secondary displays with the speedometer and the power meter.

When the driver pushes the button to activate the electric drive, an animated band of light encircles the driver and passenger, and two touchpads fold up to the right of the steering wheel. The small touchsurface on the left is for shifting gears (shift-by-wire); the larger one on the right is reserved for the air conditioning and media functions.

The retractable console between the seats includes an additional touchpad for entering letters and numbers and for secondary functions – a further development of today's MMI touch. A docking station for the iPhone rounds out the control concept.

The show car has all of the Audi connect technologies on board. The Bluetooth online car phone connects it to the Internet via a UTMS module, a WLAN hotspot lets the passengers surf and e-mail from their mobile devices. The fast data connection delivers specially prepared news and information to the vehicle. The services currently offered by Audi are available for navigation: the map with images from Google Earth, Audi traffic information online, Google POI search via voice control and Google Street View.

Cutouts in the backrests of the four individual seats in the Audi A2 concept give them a sporty look and make them incredibly light. They have an aluminum chassis and the developers used a polymer blow-molding process for the shells. Three struts connect the seats with the floor for more foot room in the back, and there are storage bins beneath the fold-up seat cushions.

A console with storage bins is located between the rear seats. Folding these seats forward reveals a fixture for the fork of a special city bicycle. The luggage compartment of the Audi A2 concept has a sandwich floor. A fold-up frame with two solid, high-load nets covers the lower load level.

The colors and materials in the interior support the impression of lightness and functionality. The large areas from the door top shoulders to the floor are covered in a tough material with a neoprene surface feel. A ribbed material made from recycled polyester covers the central floor area. Aluminum elements accentuate the cockpit.

Technology

The Audi A2 concept is a purely electric vehicle. The lithium-ion battery mounted in the sandwich floor stores 31 kWh of energy, 24 kWh of which are usable. The electric motor is transversely mounted in the front of the vehicle. It delivers 85 kW (116 hp) of peak power (60 kW continuous) and 270 Nm (199.14 lb-ft) of torque (160 Nm (118.01 lb-ft continuous) to the front wheels via a single-speed transmission.

The Audi technology study has a range of 200 km (124.27 miles) in the European driving cycle. It takes roughly 1.5 hours to fully recharge the battery with 400 volt three-phase current and approximately four hours with 230 volt household current. The Audi A2 concept is also designed for the new contactless charging technology (Audi Wireless Charging).

The show car weighs less than 1,150 kilograms (2,535.32 lb). This is due primarily to its body, which features the most advanced state of Audi's ultra-lightweight construction. The A2 concept marks the first time that the ASF has been combined with hybrid multimaterial construction, in which very different materials are combined with one another. In this case, the superstructure is made largely of aluminum components and is complemented by add-on parts of carbon fiber-reinforced polymer (CFRP).

The Audi A2 concept is an agile vehicle. It accelerates from 0 to 100 km/h (62.14 mph) in 9.3 seconds; top speed is limited to 150 km/h (93.21 mph) in the interest of range. A McPherson strut front suspension and a torsion beam axle in the back provide for agile handling. The steering and brake systems are purely electric (steer-by-wire and brake-by-wire), requiring no mechanical or hydraulic connection to the steering wheel or the pedals, respectively.

The 18-inch wheels are fabricated using cladding technology. The alloy base wheel and the cladding are manufactured separately and bonded together, greatly reducing the amount of material used. The new hybrid technology, which Audi already uses in some production models, saves roughly two kilograms (4.41 lb) per wheel. The wheels of the A2 concept combine the blade look of the e-tron family with Audi's classic spoke design.

The equipment, data and prices specified in this document refer to the model range offered in Germany. Subject to change without notice; errors and omissions excepted.

Audi R8 e-tron "production ready" EV concept to be unveiled @ Frankfurt

Audi, having unvelied details of the A2 EV and 1+1 urban EV concept, will also be unveiling the next version of the R8 E-tron in Frankfurt this week. This latest “technology demonstrator” is expected to be quite close to the production model.

With a peak output of 230 kW (313 hp) and with up to 4500 Nm (3319.03 lb-ft) torque at the wheels available from a standstill, the R8 e-tron delivers breathtaking driving performance. It catapults from 0 to 100 km/h (62.14 mph) in just 4.8 seconds.

Full details will be revealed later tomorrow night when the 2011 Frankfurt Motor Show kicks off. Stay tuned for more details.

Audi introduce Electric 1+1 urban concept @ Frankfurt [video]

Audi is introducing a 1+1 urban concept technology study for urban and metropolitan areas. The electric-powered show car has four wheels, combines elements of a racecar, a roadster, a fun car and a city car, and weighs just 480 kilograms (1,058.22 lb). The cabin of the Audi urban concept offers slightly offset seating for two; the roof slides back for entry, and the canopy can remain open in good weather.

Audi says the technology study is targeted toward people who are interested in technology and are enthusiastic about new approaches to mobility, independent of their age and status. In particular, it addresses an urban public whose lifestyle both reflects the car’s modern concept and the driving pleasure associated with it and is a good fit for a possible innovative leasing system.

The outer skin of the show car is made of carbon fiber-reinforced polymer (CFRP); the occupant cell is a mix of CFRP monocoque and an aluminum structure. This ultra-lightweight construction is the foundation for the technology study’s low curb weight of 480 kg.

Wishbones made from a combination of aluminum and CFRP locate the free-standing, 21-inch wheels.

Manufactured using cladding technology, the 21-inch wheels are very light and feature a variant of the blade design from the Audi e-tron models. The tire sizes are as unusual as the car as a whole – 125/60 up front and 145/50 in the rear.

The Audi urban concept uses pushrod technology borrowed from motorsports. As in a racecar, the struts mounted in the interior of the monocoque are nearly horizontal. Four disc brakes provide the stopping power. The turning circle measures less than nine meters (29.53 ft)—ideal for a city car. Thanks to the vehicle’s low weight, the rack-and-pinion steering does not require any power assistance. Crumple zones in the front and rear plus two airbags provide for a high degree of passive safety. An innovative assistance system helps the driver to avoid collisions with pedestrians.

The battery is mounted transversely behind the seats. The lithium-ion battery, which weighs around 90 kilograms (198.42 lb), stores 7.1 kWh of usable energy. The study’s two electric motors together produce 15 kW (20 hp) of continuous power and 47 N·m (34.67 lb-ft) of torque. The motors are mounted between the rear wheels, which they drive via a single-speed transmission.

The Audi urban concept accelerates from 0 to 100 km/h (62.14 mph) in 16.9 seconds. It reaches 60 km/h (37 mph) in around six seconds. Top speed is governed at 100 km/h (62 mph). Range in the European driving cycle is 73 km (45 miles). The battery recharges completely in about 20 minutes with 400 volt three-phase current, and in approximately one hour with 230 volt household current.

Audi A2 EV Concept - First Pictures

With the electric-only powertrain of the A2 concept, Audi is offering another peek into the future of electric mobility at the 64th International Motor Show (IAA) in Frankfurt. The technical study features a classic, premium-standard space concept that offers plenty of room for four people.

The lithium-ion battery mounted in the sandwich floor stores 31 kWh of energy, 24 kWh of which are usable. The electric motor is transversely mounted in the front of the vehicle. It delivers 85 kW (116 hp) of peak power (60 kW continuous) and 270 N·m (199 lb-ft) of torque (160 N·m (118 lb-ft continuous) to the front wheels via a single-speed transmission.

The Audi technology study has a range of 200 km (124 miles) in the European driving cycle. It takes roughly 1.5 hours to fully recharge the battery with 400 volt three-phase current and approximately four hours with 230 volt household current.

The show car weighs less than 1,150 kilograms (2,535 lbs). This is due primarily to its body, which features the most advanced state of Audi’s ultra-lightweight construction. The A2 concept marks the first time that the ASF has been combined with hybrid multi-material construction, in which very different materials are combined with one another. In this case, the superstructure is made largely of aluminum components and is complemented by add-on parts of carbon fiber-reinforced polymer (CFRP).

The Audi A2 concept accelerates from 0 to 100 km/h (62.14 mph) in 9.3 seconds; top speed is limited to 150 km/h (93 mph) in the interest of range. A McPherson strut front suspension and a torsion beam axle in the back provide for agile handling. The steering and brake systems are purely electric (steer-by-wire and brake-by-wire), requiring no mechanical or hydraulic connection to the steering wheel or the pedals, respectively.

The 18-inch wheels are fabricated using cladding technology. The alloy base wheel and the cladding are manufactured separately and bonded together, reducing the amount of material used. The new hybrid technology, which Audi already uses in some production models, saves roughly two kilograms (4.41 lb) per wheel. The wheels of the A2 concept combine the blade look of the e-tron family with Audi’s classic spoke design.

The Audi A2 concept is just 3.80 meters (12.47 ft) long, 1.69 meters (5.54 ft) wide and 1.49 meters (4.89 ft) high; even so, it makes an elegant, powerful and sporty impression on the street. Its clean appearance concentrates on the essentials; all details are subtle but shaped for visual impact. The dark glass roof of the white-painted show car switches to transparency with the push of a button.

With its headlights, Audi is presenting the next phase in LED technology, known as matrix beam. A package of LEDs and microreflectors generate a high-resolution and non-glaring high-beam light. Delicate daytime running light fibers frame the highly efficient LED low-beam light module. Intelligent tail lights adapt their illumination to the visibility conditions. The rear fog light, produced by laser diodes, is seen as a beam of light in fog and projects a red triangle onto the road as a warning.

The dynamic light runs below the edge of the window from the front to the rear of the A2 concept – a band of light that contains a multitude of innovative, dynamic light functions. Integrated approach sensors detect the owner and unlock the doors via gesture control. While driving, the dynamic light functions as a continuous side marker light. If the car’s indicator is activated, light impulses run throughout the entire band of light.

In addition, a red bar of light flows forward from the tail lights when braking and demonstrates the strength of the brakes intuitively for other road users.

The dynamic light is also located in the cockpit area of the show car, structured in two separate arches. Like the entire interior, the dash panel has a light and clean look and intuitive controls. The driver manages many important features via touch-control areas on the inside of the steering wheel. All driving function use by-wire technology. Components such as the steering or brakes, for example, are actuated purely electrically. Two additional control surfaces fold up at the driver’s right when starting the vehicle. An open profile serves as the steering column; a seven-inch display and two secondary displays are located at its end.

The Audi A2 concept has a flat interior floorboard. The center console is attached to the driver’s seat; the rear console extends forward between the two rear seats. The four individual seats add lightness, and there is storage space under the fold-up seat cushions. There is room between the rear seats for a city bicycle with its front wheel removed. The load area has two levels; a frame with functional nets creates the upper level.

The colors and materials in the interior support the impression of lightness and functionality. The large areas from the door top shoulders to the floor bear a new and innovative covering material made of polyurethane with a neoprene surface feel; a ribbed material made from recycled polyester covers the central floor area. The seat shells are made with a plastic blow molding technique. Aluminum elements create highlights the cockpit.

Audi EV Urban Concept car: the first photo

Audi has only teased us so far with sketches of its new city car duo, the Urban Concept and its open-top sister, the Urban Spider Concept. Now it's lifted the lid and issued these first photos of its 2011 Frankfurt motor show debutants.

They're tiny electric runabouts, with two seats and an electric powertrain. Kind of gives us an idea of what a sub-Audi A1 city car could be in future.

Tellingly, though, parent company Volkswagen is set to show a single-seat electric project at the 2011 Frankfurt motor show, as we reported this week.

Stretching to 3200mm long, 1700mm wide and just 1200mm tall. These cars are a showcase for Audi's lightweight knowhow, and they make use of carbonfibre reinforced plastic for a sub-500kg kerbweight, although the exact mass has not yet been disclosed.

A pair of electric motors is driven by lithium ion batteries and Audi claims a 40-mile range for their city car pair.

The Audi Urban Concepts will be revealed in full at the 2011 Frankfurt motor show on 13 September.

Audi A8 hybrid to start series production in 2012

The power of a six-cylinder model, the fuel consumption of a four-cylinder version: Audi will be starting series production of the A8 hybrid in 2012. Its gasoline engine – a 2.0 TFSI – and an electric motor develop peak output of 180 kW (245 hp) and 480 Nm (345.03 lb-ft) of torque. Average fuel consumption is below 6.4 liters per 100 km (36.75 US mpg). The sedan can travel at speeds of up to 100 km/h (62.14 mph) on electric power alone, and cover around three kilometers (1.86 miles) with zero local emissions at a constant speed of 60 km/h (37.28 mph).

The Audi flagship model is designed as a highly efficient parallel hybrid. The 2.0 TFSI, which has been modified in some areas, generates an output of 155 kW (211 hp) and 350 Nm (258.15 lb-ft) of torque, which is available between 1,500 and 4,200 rpm. The combustion engine works together with a disc-shaped electric motor which develops 40 kW (54 hp) and 210 Nm (154.89 lb-ft).

The permanent magnet synchronous motor is mounted in the space usually occupied by the torque converter in front of the modified eight-speed tiptronic. A multi-plate clutch that operates in an oil bath connects or disconnects the electric motor and the TFSI engine. The clutch operates ultra-precisely and gently in all situations. The highly comfortable and fast-shifting hybrid transmission guides the torque to the front wheels; with its wide gear spread it contributes to the efficiency of the Audi A8 hybrid.

The short-term system output of 180 kW (245 hp) and the system torque of 480 Nm (354.03 lb-ft) ensure highly agile performance. The Audi A8 hybrid reaches 100 km/h (62.14 mph) in 7.7 seconds from a standing start and has a top speed of 235 km/h (146.02 mph). Its fuel consumption in the EU cycle is less than 6.4 liters per 100 km (36.75 US mpg), and CO2 emissions are below 148 grams per km (238.18 g/mile). Please note that all figures are provisional.

The Audi A8 hybrid can drive at up to 100 km/h (62.14 mph) purely on electric power and has a range of up to three kilometers (1.86 miles) at a constant 60 km/h (37.28 mph). This gives the driver the choice of three modes: The EV characteristic map gives priority to the electric drive, while the D mode efficiently controls both the engine and the electric motor. The S mode and the tiptronic gate are designed for a sporty driving style. The hybrid sedan has five operating states: with the TFSI engine alone, with electric drive only or in hybrid mode; recuperation and boosting are also possible. Two displays show the driver all operating modes in detail.

The lithium-ion battery, which weighs 36.7 kilograms (80.91 lb), is located in a crash-proof area in the trunk. It provides 1.3 kWh of nominal energy and up to 40 kW of power. Two different methods are used to air-cool the battery, depending on need: with air blown from the passenger compartment by a fan and via a separate cooling circuit coupled to the automatic air conditioning system. The battery is thus kept within the temperature window required for it to perform to its full potential over a wide range. The electric motor and the compact power electronics which serve as a controller between the electric motor and the battery are water-cooled.

In visual terms, the Audi A8 hybrid is distinguished by subtle details. The ten spokes of its alloy wheels – which have a diameter of 18 inches as standard and 19 inches as an option – are reminiscent of turbine blades. The body features hybrid badges, and Arctic Silver is available as an exclusive paint finish. The metallic paint finish, three-zone automatic air conditioning, LED headlights and the BOSE sound system come standard.

Thanks to the brand’s ultra-lightweight construction expertise, the Audi A8 hybrid will be one of the lightest sedans in its category. Its ASF (Audi Space Frame) body is made entirely of aluminum, while the B-pillars are of hot-shaped, ultra-high-strength steel. Weighing just 231 kilograms (509.27 lb), it is roughly 40 percent lighter than a comparable steel construction.

The Audi urban concept - a completely new kind of concept car

The Audi urban concept is a 1+1-seat, ultra-light car for congested urban spaces. The technical study, which will be shown at the Frankfurt Auto Show (IAA) 2011, does not fit under any of the conventional categories - the Audi urban concept combines elements of a racing car, a fun car and an urban car into one radical new concept.

Audi to make all Chinese built models mild hybrids [video]

Audi will equip all of its Chinese made models with mild hybrid technology next year according to an interview with Mr Dominique Boesch of the GM of FAW-VW’s Audi sales unit.

The mild hybrid technology can reduce energy consumption by 3-5% said Mr Boesch. They have not made the final decision on pricing.

They are also considering applying mild hybrid technology to the imported Audi models. Mr Boesch also said that they will launch Audi Q5 coming with full hybrid technology in the near future, and then launch all-electric vehicles.

Audi has started to develop new energy vehicles since 1989. It’s also the first automaker to launch hybrid technologies, including mild hybrid and full hybrid. By 2009, Audi had launched five all-electric vehicles.

Audi A1 e-tron wins 2011 Silvretta Electric Car Rally [video]

Audi is this year’s overall winner of the second Silvretta Electric Car Rally in Austria’s Montafon region. The 2011 victory of the A1 e-tron follows the R8 e-tron’s win last year. The second Audi in the rally, a Q5 HFC with a fuel cell finished in sixth place. A total of 32 electric vehicles were evaluated.

After three days, 307 kilometers and a total altitude difference of 11,541 meters, the A1 e-tron bearing the number 206 was named the winner of the second Silvretta Electric Car Rally Montafon. The event took place from July 7-9 as part of the 14th Silvretta Classic. The name Silvretta refers to a group of mountains in the eastern Alps of Austria. The Audi A1 e-tron won against 31 competitors in a rally, that was held on highly taxing mountain roads with inclines up to 15 percent, presenting a special challenge to electric vehicles. The Audi Q5 HFC, which was also entered by Audi, achieved sixth place. This was the best final result of all cars with a fuel cell.

The A1 e-tron contains technology that Audi’s development engineers are using to study the mobility requirements for such a future-oriented concept. The technological basis includes an electric motor with a maximum output of 75 kW that is powered by a lithium-ion battery. The battery features a 12 kWh capacity and can be completely charged in 30 minutes (quick charge), or in less than three hours (standard charge). It offers a range of 50 kilometers. To prevent drivers from being stranded by an empty battery, the A1 e-tron also comes equipped with a combustion engine, which can charge the battery as needed. The one-disc rotary engine (254 cc) is located under the trunk floor; it provides 15 kW of output intended solely to charge the battery, rather than to directly power the wheels.

The A1 e-tron is designed with a local emission-free electric drive system, which is ideally suited for driving in a city.

During the rally the A1 e-tron was driven by Franciscus van Meel, Head of Electromobility Strategy at AUDI AG. Long-time Audi employee Gerhard Gruber took on the important role of co-driver. “Sending an electric car into the Alps is one of the toughest challenges you can present it with. The fact that the A1 e-tron proved so impressive here is especially gratifying to me and it proves we’re on the right track with our electric mobility approach of combining an electric motor with a combustion engine . Many thanks to our dedicated team for making our second overall victory in a row possible,” said van Meel after crossing the finish line.

Van Meel then went on to describe the rally itself: “On the first day we drove cautiously and despite a distance of just over 100 kilometers we finished with a lot of electricity left in the battery. On the second day we were better prepared and we were able to win the day; on day three we came in second, and in the end that was enough to win the overall victory. The car ran flawlessly. We’re now looking forward to the 2012 rally. We already have a few ideas about the kind of concepts we’ll enter with, of course.”

The 2012 Audi Q5 hybrid quattro [video]

The First Full Hybrid in the Premium Mid-sized Class

Power like a V6, fuel consumption like a four-cylinder TDI - after three generations of the Audi duo, the Q5 hybrid quattro is the first hybrid model from Audi with two drive systems. Its gasoline engine, a 2.0 TFSI, and its electric motor have a system output 180 kW (245 hp) and 480 Nm (354.03 lb-ft) for sporty dynamics - the mean consumption in the normal cycle (NEDC) is limited to less than 7.0 liters per 100 km (33.60 US mpg).

During the development process, Audi focused on a high share of electrically powered driving. The sportiest hybrid SUV on the market covers about three kilometers (1.86 miles) locally emission-free at a speed of 60 km/h (37.28 mph), and can drive up to 100 km/h (62.14 mph) under electric power alone. With the equally powerful and lightweight lithium-ion battery and many other solutions, the Audi Q5 hybrid quattro represents the state of the art.

Performance
The 2.0 TFSI and the electric motor of the Audi Q5 hybrid are mounted directly behind one another as a parallel hybrid system - a straight-line concept with impressive efficiency. Together they have a system output of 180 kW (245 hp) and a system torque of 480 Nm (354.03 lb-ft). The new top model in the successful Q5 series sprints from 0 to 100 km/h (62.14 miles) in 7.1 seconds, while the interim sprint from 80 to 120 km/h (49.71 to 74.56 mph) is accomplished in fifth gear in 5.9 seconds. The powerful propulsion ends at no less than 222 km/h (137.94 mph).

The consumption by the Audi Q5 hybrid quattro lies under 7.0 liters per 100 km (33.60 US mpg) in the normal cycle - that corresponds to a CO2 emission of less than 160 g/km (257.50 g/mile). The 75 liter (19.81 US gallon) tank yields a reliable range comparable to that of a TDI.

The Drive
The 2.0 TFSI in the Audi Q5 hybrid quattro has a displacement of 1984 cc (121.08 cu in). Its output is 155 kW (211 hp), with the maximum torque of 350 Nm (258.15 lb-ft) permanently available at 1500 to 4200 rpm. The 4-cylinder engine combines direct injection with turbocharging - typical for the Audi philosophy of downsizing, which replaces displacement by charging. The Audi valve lift system (AVS) further increases power, torque and efficiency by switching the stroke of the exhaust valves between two stages depending on the load and rpm.

The 2.0 TFSI has been overhauled in some respects for use in the Audi Q5 hybrid. The drive of the ancillary units has been dropped, and the crankshaft bearing and fine tuning of the turbocharger have been adapted to the specific demands. A secondary air system at the cylinder head makes sure that the exhaust gas treatment cuts in particularly fast. Integrated in the engine control unit, the so-called hybrid manager controls the efficient change and smooth transitions between the operating modes, and was fully developed by Audi alone.

A largely modified eight-speed tiptronic serves the power transmission without the aid of a torque converter. Its place is taken by the disk-shaped electric motor, combined with the multi-plate clutch operating in an oil bath - it couples and decouples the electric motor and the TFSI. The innovative decoupler operates with high precision, smoothly and quickly in any situation.

The highly comfortable and fast-shifting hybrid gear unit contributes significantly to the efficiency of the Audi Q5 hybrid - its eight gears are widely spaced. When the 2.0 TFSI is turned off, an electric pump maintains the oil pressure in the hydraulic system to safeguard the convenient start-stop feature.

The Power Electronics and the Electric Motor
The power electronics, connected to the battery and the electric motor by high-voltage cabling, is located in the plenum chamber of the engine compartment. In the form of a so-called pulse-controlled inverter, the power electronics serves as a controller between the battery, which outputs direct current, and the electric motor that operates on alternating current.

Innovative technologies keep the volume and weight of the power electronics low, with cooling provided by a separate low-temperature water-filled circuit. The component includes a DC/DC converter that couples the electric consumers in the 12 V electrical system with the high-voltage network.

A so-called permanently excited synchronous machine serves as an electric motor, as a starter and - during deceleration - as a generator. It outputs up to 33 kW (45 hp) of power and 211 Nm (155.63 lb-ft). The electric motor is integrated in the cooling circuit of the engine.

The Battery
A lithium-ion battery system, weighing merely 38 kg (83.78 lb), serves as the energy store for the electric motor of the Audi Q5 hybrid quattro. The compact unit with its 26 liter (6.87 US gallon) capacity is positioned in a crash-safe area under the loading floor, with hardly any detriment to the luggage compartment. The battery consists of 72 cells; at 266 volts its nominal energy is 1.3 kWh and its output 39 kW.

The lithium-ion battery is cooled by air in two ways, depending on the requirement. At low-temperature load, it draws temperate air from the vehicle interior by way of a fan. If its temperature exceeds a certain limit, a separate refrigerant circuit is activated. It is coupled to the main climate control system of the vehicle and uses a separate evaporator.

This heavy-duty active cooling system distinguishes the Audi Q5 hybrid quattro from many other hybrid vehicles, and makes a key contribution to the high electrical availability of the hybrid system.

The Operating Modes
With its parallel hybrid system the Audi Q5 hybrid quattro can travel in five different operating modes. Driving with the combustion engine alone, with the electric drive alone or in hybrid mode is possible, as are recuperation and boosting.

At a standstill, e.g. before starting or at a traffic light, both drive sources are deactivated. In this convenient start-stop mode the climate control system remains active. Once the driver releases the brake, the Audi Q5 hybrid quattro starts rolling. It can be driven up to 100 km/h (62.14 mph) under electric power - with almost no noise or local emissions. At a constant 60 km/h the possible range is three kilometers (1.86 miles) - this high electrical share of the driving suffices for most residential areas and many urban centers.

The driver can change between three programs using a button on the center console or a selector lever. The EV characteristic map gives priority to the electric drive in the city, the D mode controls both motors for optimal consumption, and the S mode as well as the touch control gate of the tiptronic are designed for a sporty driving style.

When the driver accelerates sharply, the combustion engine serves as a power source for the drive. The electric motor is then actuated by the operating strategy in order to achieve optimal efficiency and consumption. In quick acceleration, or "boosting," the electric motor operates together with the TFSI; at full throttle in the S mode the full system output is briefly available. The hybrid drive then supplies the propulsion power of a large naturally aspirated engine, but with far more efficiency.

When the driver releases the accelerator, the electric motor acts as a generator and recovers energy. In most situations the TFSI is then decoupled from the drive system so as not to cause any loss from towing. The electricity recovered by the electric motor here and in braking is buffered in the lithium-ion battery. If the driver brakes only slightly, the electric motor performs the deceleration itself; in more forceful braking the hydraulic braking system is simultaneously activated.

Operation
The Audi Q5 hybrid comes with a new display concept, rendering the individual driving states of the hybrid drive clear-cut and tangible. Instead of the tachometer, the needle of the power meter in the dash panel insert indicates the total output of the system on a scale of 0 to 100 per cent. A second scale is divided into colored segments - their green and orange-colored sections show at a glance how the Q5 hybrid quattro is currently traveling - with a greater share of electrical power or combustion engine power. An additional instrument displays the charge level of the battery.

At the same time, the display of the driver information system and the large monitor of the MMI Navigation plus show the operating states and power flows in the hybrid system in elegant graphics with a three-dimensional effect. The MMI screen also displays differentiated consumption and recuperation statistics in easily understandable bar graphs.

The MMI Navigation plus is standard on the Audi Q5 hybrid quattro, and comes in the latest stage of evolution. The storage capacity of the hard drive is 60 GB, the menus can be selected via a state-of-the-art wizard, and the album tracks are displayed using the cover artwork. An external device such as a cell phone or player can be connected via Bluetooth, and the voice input understands town and street names in a single command. The resonant Audi sound system is also standard.

The quattro Drive and the Running Gear
The permanent four-wheel drive applies the power of both power units safely to the road in any situation. In the normal condition the sporty drive is emphasized at the rear; if need be, it transmits most of the power to the axle with the better traction. The sophisticated running gear includes many aluminum components for reduced weight. The Audi Q5 hybrid quattro may pull trailer loads of up to 2000 kg (4409 lb).

An electro-mechanical unit serves as the steering system, with a small electric motor generating the power. The system operates at high efficiency, since it need not consume any energy in straight-ahead driving. The brake servo is additionally supplied by an electric vacuum pump. A complex rule-based strategy adapts the braking to the conditions of electric driving and energy recuperation.

The Exterior
The Audi Q5 hybrid quattro is distinguished by visual features on the outside. The tailgate, the fenders and the aluminum sill panel strips bear the hybrid lettering. The radiator grill is glossy black, and the tailpipes chrome-trimmed. Polar Silver, metallic is available for the exclusive paintwork.

The 19 inch cast aluminum wheels were specially designed for the hybrid - their ten spokes resemble turbine blades. The tires are size 235/55. On request Audi supplies other wheels with 19 and 20 inch diagonals, with an S-line bumper available from quattro GmbH.

The body is unusually light in weight; the tailgate and the engine hood are aluminum. The rigid body shell incorporates hot-stamped steel at numerous places, combining low weight with very high strength.

Despite the generous level of standard equipment, the Q5 hybrid quattro with its curb weight of less than 2000 kg (4409 lb) is the lightest hybrid SUV on the world market. All its hybrid components add less than 130 kg (286.60 lb) extra weight.

The Equipment
The climate control system of the Audi Q5 hybrid was adapted to the requirements of electric driving. The compressor of the air conditioning has a high-voltage based electric drive; demand-controlled for high efficiency, the compressor ensures AC operation even when the combustion engine is shut down. An electric auxiliary heater supports the interior heating.

The Audi Q5 hybrid quattro offers almost the same equipment as its successful sister models - the model series leads the European market in the mid-sized SUV segment. The options also include sophisticated driver assistance systems. A new feature is connection to the internet via the optional Bluetooth car phone online. A UMTS model sets up the connection to special services from Google and the World Wide Web, bringing the latest news and weather information into the vehicle.

The driver can plan his or her travel route at home, save the information in an area of the internet site www.audi.com and from there download the data into the navigation system via UMTS at the start of the trip. Through the fast connection the hybrid SUV also downloads three-dimensional satellite images and aerial photos from Google Earth. They appear as bird's eye views on the monitor; the computer draws in the roads.

Another high-end feature is the WLAN hotspot, allowing connection to the internet via up to eight terminal devices. Communication occurs via the roof antenna, the connection is very stable and the reception quality excellent. Thanks to a special modulation process, UMTS data transfer occurs at speeds up to 7.2 MB per second. Encryption follows the WPA 2 standard - a very secure method.

The use of the WLAN hotspots is as easy as can be - the driver need merely insert a data-capable SIM card. At the same time the driver can pair a cell phone with the system via Bluetooth, if the phone has the SIM Access Profile. The existing mobile phone contract with a data option suffices in most cases with the result that no additional charges or separate contracts are necessary.

The Audi Q5 hybrid quattro will arrive at dealerships during 2011.

How It's Made: Audi R8 e-tron AWD Electric Super Car [video]

The first all-electric Audi will be built at the Neckarsulm site, with a small production run of the R8 e-tron sports car to hit the roads in late 2012. quattro GmbH is currently building the first technology platform for the electric model at the Neckarsulm plant's satellite site in Heilbronn-Biberach. Specially qualified employees are borrowing from the series production of the successful Audi R8 mid-engine sports car as they assemble the R8 e-tron at the development workshop.

"With the R8 e-tron, we are showing how inspiring electric mobility can be. Every system in this car has been tuned for maximum performance and range," says Franciscus van Meel, Head of Electric Mobility Strategy at AUDI AG. "The R8 e-tron is a very important project for Audi because the competence and experience we glean from it will later flow into the large volume production of electric automobiles." The expectation is that e-tron will become a synonym for advanced electric mobility, just as the term "quattro" today stands for pioneering all-wheel drive. "We want to be the leading premium manufacturer of electric vehicles by 2020," says van Meel.

Systematic lightweight construction is one of the key preconditions for efficiency and range in electric vehicles. The Audi development engineers are therefore drawing on one of the company's core competences for the R8 e-tron: The body is aluminum; thanks to Audi Space Frame technology (ASF), it weighs barely more than 200 kg (441 lb). The lightweight body is an important reason why the R8 e-tron weighs in at just 1,600 kg (3,527 lb).

Employees at the Pre-Production Center in Neckarsulm and quattro GmbH are currently building the first technology platforms for the electric car. "The successful production of our Audi R8 high-performance sports car has given the employees of quattro GmbH a high level of competence in the area of small production runs and sports car manufacture," explains Managing Director Werner Frowein.

The aluminum body of the technology platform is being built in conditions very close to those for volume production in the body shop for the R8 mid-engine sports car. Specific assemblies for the electric model, such as the center tunnel, are being produced by the Pre-Production Center in Neckarsulm. The R8 e-tron also goes through the coating process with the volume model. The technology platform is then sent to the satellite site in Heilbronn-Biberach for final assembly. "The production process is designed so that we can exploit synergy effects from R8 volume production," explains Frowein.

For example, the sophisticated logistics concept that supplies the R8 factory with parts is also used for the body of the technology platform. Pre-picked components are delivered to the employees in "shopping baskets." The parts are installed in the vehicles in a defined sequence in four cycles. "Small-series production places great demands on our employees," says Frowein. This is why the development workshop is staffed with experienced employees who worked in R8 series production, where they gleaned key competence in small-series production.

"The development workshop staff are specially qualified for high-voltage vehicles," explains Andreas Heine, quattro GmbH project manager for the body of the R8 e-tron. They are trained in three stages - depending on their function and technical training - to work with the high-voltage technology. The basic level is sensitization for driving and working on high-voltage vehicles. The training then builds on this to qualify the workers as electronics experts for defined activities. Finally, the extended training as Certified Electronics Specialists for Automotive Technology provides the employees with the expertise required to perform the complete range of activities associated with high-voltage models.

AUDI AG is investing more than €5 billion in the two German sites at Ingolstadt and Neckarsulm between 2011 and 2015. A majority of this investment will flow into the development of new products and into future technologies such as electric and hybrid drive systems.

Audi A3 e-tron Sedan Concept Shown @ Shanghai Auto Show [video]

Audi has unveiled its latest e-tron concept in Shanghai this week, carrying over much of the earlier A3 Sedan concept's styling but swapping in a petrol-electric hybrid drivetrain under the skin.

Replacing the A3 Sedan concept's petrol-only 300kW 2.5 litre four-cylinder engine is a turbocharged and direct-injected 157kW 1.4 litre TFSI petrol engine, mated to a 20kW electric motor.

Combined with Audi's seven-speed S tronic automatic transmission, the A3 e-tron concept is capable of a 0-100km/h sprint in 6.8 seconds, on its way to a top speed of 231km/h.

Power for the electric motor is supplied by a 12kWh lithium-ion battery park, and in electric-only mode, the A3 e-tron offers a driving range of up to 54 kilometres.

The unveiling of Audi's latest in a growing line of e-tron concepts follows the reveal last week of the A3 e-tron hatch prototype, based on the current model and featuring an all-electric drivetrain.

The all-new A3 is expected to make its international production debut in the second half of 2012, in both sedan and hatch form.

Audi A3 e-tron Plug-in electric wagon concept unveiled

Audi has continued its e-tron concept lineup with the unveiling of the A3 e-tron.

On the design front, the car is virtually identical to the standard model. Despite this, the A3 e-tron is distinguished by a revised instrument cluster, leather / Alcantara seats, a heated windshield and an optimized air conditioning system.

Motivation is provided by a 26.5 kWh lithium-ion battery which sends power to an electric motor with a peak output of 100 kW (134 hp) and 270 Nm (199 lb-ft) of torque. Thanks to this setup, the concept can accelerate from 0-100 km/h in 11.2 seconds, hit a limited top speed of 145 km/h (90 mph), and travel approximately 140 km (87 miles) on a single charge. When the battery is depleted, it can be recharged in about nine hours with a 230V household outlet or four hours with a 400V rapid charger.

Audi A5 e-tron quattro plug-in hybrid prototype

Audi is going the PSA (Peugeot Citroën) route in developing a hybrid system that doubles as an all-wheel drive conversion kit.

This is the A5 e-tron Quattro plug-in hybrid which matches a 2.0 liter TFSI engine with 211 PS (155 kW / 208 bhp) with two electric motors, one on each axle, that makes this A5 an all-electric capable vehicle.

The electric motor at the front adds another 45 PS (33 kW) to the power going through the front wheels while an 81 PS (60 kW) electric motor at the back powers the rear axle. That rear-mounted motor only kicks in when acceleration requires it to or when sensors detect a loss of rear traction such as in a hard curve. Juice for the electric motors is supplied by a 9.4 kWh lithium-ion battery pack.

With that electrical setup, the A5 e-tron Quattro can travel up to 40 km (25 miles) solely on electric power and is able to reach speeds of up to 100 km/h (62 mph). Overall, fuel-economy is rated at 2.7 liters/100 km with a 0 to 100 km/h sprint time of 5.9 seconds (0.6 seconds faster than the standard 2.0 liter TFSI A5) and a top speed of 228 km/h (142 mph).

But this is just a prototype and Audi engineers have had to make use of carbon fiber and aluminum parts to counteract the weight gain of all that electrical gear to keep the curb weight around the same 1,600 kg (3,527 lbs) mark of the standard 2.0 TFSI A5 Quattro.

We'll see if this prototype ever makes it to the streets but Peugeot is ready to prove the concept's market-viability by bringing the 3008 HYbrid4 all-wheel drive capable diesel-electric hybrid to market later this year.

Audi's EV formula targeting "wow" factor

As Frank van Meel describes it, Audi's approach to electric vehicles is supremely rational.

On the other hand, van Meel adds, the company really likes the idea of an electric sports car that "goes off like a catapult."

Van Meel, the brand's head of electromobility strategy, says both qualities are essential: Capturing Audi's brand image requires something other than a drab eco-mobile.

What Audi is after, he says, is "more or less the 'Wow!' effect -- 'I didn't know it could be that cool.' "

That was apparent when Audi started showing E-tron concepts with the EV sports car it rolled out at the 2009 Frankfurt show. That sleek, futuristic two-seater, which was derived from the R8 high-performance sports car, used four in-wheel motors to hit a 4.8 second 0-60 time.

"We said our brand image is to have sporty, progressive cars," van Meel said in an interview at the Geneva auto show. "The E-tron was exactly that."

Van Meel, a 44-year-old native of the Netherlands, came to Audi in 1996 from ITT Automotive Europe. He managed several engineering projects at Audi before taking on the electromobility role in 2009.

Audi will stick with the "wow" factor when it launches its E-tron line with the R8-based sports car next year. But as Audi seeks to fill out its lineup of electrified vehicles, it will be painstakingly methodical.

The first step in that process comes this summer, when Audi begins testing A1 E-tron subcompacts in Munich. Using smart phones, Audi will track the "typical mobility behavior" of project participants before they get the A1, then assess changes as they use the car.

"We monitor their mobility behavior in the car, by bike, by foot, subway, whatever," van Meel said. "Then they change to the A1 E-tron, and we have a look to see if they still have the same mobility behavior or it if changes."

The A1 E-tron is a range-assisted EV that has a small internal combustion engine, which serves as a generator that recharges the battery. Audi showed the car at the 2010 Geneva auto show, referring to it then as "a near-series production vehicle."

Audi initially will retrofit existing vehicles as EVs, then move to vehicle platforms designed for electric drive, he says.

Van Meel says Audi's study of consumer habits will shape the E-tron lineup. But he adds that government policies will play a major role.

As an example, he cites the Chinese government's ban on gas-powered scooters in Beijing, a dictate that will put 800,000 electric-powered two-wheelers on the streets there.

More broadly, van Meel says, the sprawling urban centers of the future could restrict internal-combustion vehicles.

Today, though, consumers need to see benefits from EV ownership.

"It's a question of incentives, it's a question of legislation, but it's also a question of 'Can I use car-pool lanes, bus/taxi lanes? Will there be preferred parking spaces? Will there be shopping malls with free charging?' " van Meel says. "Then, from the customer's viewpoint, it gets more interesting."

Of course, taking off like a catapult could make things interesting, too.