THE 2014 World Car of the Year is adding zero emissions motoring to its repertoire with the arrival of the new A3 Sportback e-tron, the first plug-in hybrid to join the Audi range.

Priced from £29,950 (including government grant incentive), the spacious five-door compact hatchback combines a conventional 1.4-litre TFSI petrol engine with an electric motor to deliver impressive performance, exceptional efficiency and, equally crucially, complete freedom from range limitation. The first e-trons will arrive with customers early this year.

At a glance, nothing about the A3 e-tron is new at all. But delve beneath that ubiquitous surface and you will find a very clever petrol-electric hybrid drivetrain that combines the cheap energy of plug-in tech and the ability to recharge on the move. The modified 1.4-litre TFSI unit, in this application featuring a peak power output of 150PS, is linked by a clutch to a 75kw electric motor, which is integrated into a specially developed six-speed S tronic transmission sending power to the front wheels. Combined, the two power units generate 204PS of system power, good for a 0-62mph sprint of 7.6 seconds and a top speed of 137mph. So, it’s no slouch.

Equally importantly, according to the ECE standard for plug-in hybrid cars, the A3 Sportback-based e-tron is capable of covering up to 176.6mpg with CO2 emissions of only 37g/km. With the combination of electric motor and combustion engine, an overall operating range of up to 584 miles is possible.

The Audi A3 e-tron can run exclusively on electric power for up to 31 miles at speeds of up to 81mph, or can be powered by petrol alone. Alternatively, the hybrid mode brings both units into play, and the driver can choose to run these simultaneously – a function known as ‘boosting’ – by initiating kickdown by the S tronic transmission. In this mode the full 350Nm torque output is deployed for the strongest possible acceleration, but when the driver stops accelerating both motors temporarily deactivate, eliminating motor braking torque and allowing the car to glide to conserve fuel and recuperate energy.

Up to medium loads the motor can also function as an alternator, making a significant contribution to retardation and recovering energy which is fed into the traction battery. In this mode the wheel brakes only become active if the driver applies moderate force to the pedal.

The driver has several ways of actively managing the vehicle’s response. Four key settings are available – the EV mode gives priority to electric drive, the hybrid auto mode is useful for long journeys as it engages the electric motor wherever possible, the hybrid hold mode preserves the electrical energy stored in the battery for later use and the hybrid charge mode uses the combustion engine as a generator to charge the battery.

Inside the four passenger doors interior space is good for five, and luggage capacity is the same as a Quattro four-wheel driven A3, which is to say 100 litres down on the basic A3 Sportback and technically only 29 litres more than a Volkswagen Up. It’s broad rather than deep, though, and turns out to be plenty practical enough.

Standard trimmings include LED headlights and daytime running lights, special ‘turbine design’ 17-inch alloy wheels, rear parking sensors, light and rain sensors, MMI navigation plus with hard drive-based mapping and Audi connect online services bringing in-car internet access.

The A3 Sportback e-tron is supplied with two charging leads as standard. One is specifically designed for use at public charging points and the other for domestic use.

The charging lead supplies the car with alternating current from the grid via the charging connection, which is located in the single frame grille behind the fold-out four rings. As well as a status LED, the unit includes two pushbuttons allowing the user to choose between timer-controlled charging and immediate charging.

Using a domestic socket it takes four hours to fully charge the battery. When a wallbox is connected or a public charge point is used this reduces to two hours and fifteen minutes.

The e-tron excels in electric-only mode in city environments, where its is quiet and smooth, but loses something of the dynamics of the regular A3 because of the battery weight beneath the floor. Crucially, the standard everyday hybrid mode does brilliantly well at using the electric motor as much as possible, saving the 1.4-litre turbocharged petrol back-up for more pressing needs and topping up battery charge.

Source: The Northern Echo

You wouldn’t know it was an EV … except it might use NO petrol

Vulture at the Wheel It would have been difficult for Audi to launch an electric car differentiated more from BMW’s. Whilst the BMW i3 has been styled and engineered to look and perform like something from another planet, the new A3 e-tron most definitely has not.

This is Audi’s first production ‘leccy car since it announced it would not be mass producing the all-electric concept e-tron coupe or the design-study Wankel rotary-engined A1 e-tron range extender.

What we have here is something that – if you removed the e-tron badges, taped over the interior decals and didn’t rummage around too deeply in the display menus – you could get in and drive from John O’Groats and Land’s End and not notice it was an EV at all.

Of course, this is entirely deliberate. Audi thinks the path to electric motoring is not to scare the horses but still to bundle some cutting edge drivetrain technology under the bonnet. That’s why the A3 e-tron looks just like any other A3, right down to hiding the charge socket under the four-circles badge at the front – a place you’d never notice it unless you were looking for it and had been told its whereabouts to begin with.

The only clue to what’s in play here is under the bonnet. Pop the hood, as the Americans say, and you’ll see the high power electric cabling and associated 75kW electric motor which is coupled to a slightly modified 150ps 4-cylinder 1.4L turbocharged TFSI petrol engine.

The electric motor draws its power from a 96-cell 8.8kWh Li-Ion battery pack that’s buried beneath the rear seats. The 12V battery and its associated electrics, evicted from under the bonnet by the electric drive motor, now snuggle up alongside the fuel tank at the back. This means the new drive train set-up doesn’t have any noticeable impact on the A3’s front-to-back weight distribution

Read More: The Register

Tony Dron drives the new e-tron hybrid version of the Audi A3 Sportback.

Prepare to be seriously impressed. When I put the obvious question about their latest model to Audi, I was astonished by what happened next, but we’ll get to that later. First, things are moving fast in automotive technology and the changes in the next ten years are going to be much greater and more amazing than anything we have seen in the last three decades.

Audi’s first hybrid car, the A3 Sportback e-tron, is one step on the way. Wisely, they have applied the new engineering to an existing, top-seller and made it seem, most of the time, like a perfectly normal petrol-powered family wagon – complete with five seats and a decent boot. The difference is that you can switch it between four driving modes, one of which gives you purely electric drive for up to 31 miles.

There is no range anxiety because the A3 e-tron can always fall back on its petrol engine and the range from its combined power sources is over 580 miles. It looks sensible and it is sensible but it’s also fun to drive and, no doubt to the dismay of heads-in-the-sand anti-car bores who welcomed electric vehicles because they thought they’d be slow, this electric Audi is quick.

The combined 1.4TFSI petrol engine and 75kw electric motor give a top speed of 138mph and 0-62mph in 7.6 seconds, which is significantly quicker than a non-electric A3 Sportback 2.0 TDI Sport S tronic, a highly respected performer which looks almost exactly the same.

Audi, famed as a leading innovator in automotive engineering, is quick to remind us of the A3’s lightweight aluminium body construction and, equally, the pioneering race-proven hybrid technology that has delivered two outright wins in the Le Mans 24Hrs.

So what was the obvious question? Simple: given that all the above is true, and a large fortune has been spent developing that race-winning hybrid technology, why haven’t they used the same system in this road car? The Audi R18 e-tron Quattro race car that won at Le Mans in 2014 captures energy via a flywheel but the A3 Sportback e-tron has a permanent magnet synchronous electric motor/generator mated to the gearbox and a battery, with no flywheel to spin up under braking.

We were in the North East of England for the A3 Sportback e-tron launch when I put this question. Immediately, they sent a man with a mic down to the pit-road in Sao Paulo, Brazil, where the final round of the 2014 World Endurance Championship was taking place. My question was put directly to Chris Reinke, the Audi R18 Project Leader, and within minutes I received an email with an audio attachment of Mr Reinke, in person, in South America, answering the question – exclusively for NEW CAR NET readers. Wow.

Here’s the essence of what he said: the race car requires a very intense recuperation and boost cycle – about three seconds each way. The demand in road cars now is different: you recoup for quite a while and then you run on electric power, also for quite a while. For the moment, then, the road car with its battery and the race car with its flywheel have ideal systems for their different requirements.

There are, however, links between the race and road cars, particularly in electronics. The race team is at the forefront of the extreme end of development. Mr Reinke concluded, ‘But believe me, that kind of technology will reach relevance in years to come . . . the spin-off will be seen in road cars.’

In other words, when it come to road cars, you ain’t seen nothing yet. Meanwhile, this first Audi plug-in hybrid can be ordered now for deliveries starting in January 2015. As it qualifies for the Government’s OLEV grant of £5,000, the OTR pricing is from £29,950. That includes all-weather LED front and rear lights, special 17in wheels, light and rain sensors, a handy charging point concealed behind the four-rings badge on the front grille, a public charging cable kit, MMI Navigation with Audi Connect, and more.

Even so, it’s not difficult to add several thousand to that price with a few extras such as leather sports seats, a panoramic glass roof, a special paint job, optional 18in wheels and so on.

To drive, it does feel like a perfectly normal premium quality car, with a six-speed S tronic gearbox and surprisingly good torque and throttle response from its hybrid power sources. The main driving mode uses both petrol and electric, with the battery recouping and delivering power as required. The other three are ‘Hold’, retaining battery power for later EV use; ‘Charge’, generating maximum electric range as quickly as possible while using the petrol engine; and ‘EV’, which gives purely electric drive up to 81mph.

It’s pretty lively around town in EV mode but if you floor the throttle a kickdown switch starts the petrol engine for maximum performance. The transition between the two is so impressively smooth that you can’t feel it.

The lithium-ion battery is quite compact, adds only 125kg and is very securely bolted to the floor between the rear wheels. If it has to be recharged by cable, it takes 2 hours, 15 minutes (public point) or 4 hours (domestic point).

The A3 Sportback e-tron officially emits a mere 37g/km of CO2 and has an official combined mpg figure 176.6. That sounds incredible – in the real world, a very wide range of mpg figures can be achieved and it all depends on road conditions and, most important of all, how you choose to drive it. There is no VED charge in the first or subsequent years and it’s free of the London Congestion Charge.

Audi feels that it has timed the launch of this very interesting new car just right. Just a few thousand are likely to be sold in the first year but demand for electric vehicles, including hybrids such as this, is expected to double every year after that.

What is sure is that cars are going to change beyond all recognition in the next decade, with an enormous variety available. Small engine and big battery? Big engine and small battery? Four-wheel-drive, rear drive or front drive? Stuff we haven’t even heard about yet? The choice will be yours.

Source: New Car Net

Plug-in hybrids like the 2016 Audi A3 e-tron — especially those with well-tuned responses and zippy performance — are the evangelists that have the best chance of converting the masses to the joys of all-electric motoring.

Yes, electric-car fans, please set aside your all-the-way-or-nothing thinking for the moment. On one side, the A3 e-tron preaches to that inherent goodness, and serves as a stopgap solution, with limited EV range, until battery cost and packaging hurdles are overcome. On the other hand, even after you’ve used up your electric range and the gasoline engine starts up, the e-tron remains a cheerleader for how hybrids can be made more efficient—and even more fun to drive—with bigger batteries and stronger electric ‘boost.’

The production A3 e-tron, slated to reach the U.S. market next summer, is more of the latter. After several stints of driving with the e-tron—in final Euro-spec, and close to what we’ll see in the U.S.—earlier this month, in portions of three days and a drive from Vienna to Munich, over narrow, undulating Austrian and German back roads, larger two-lane highways, and some motorway time—we can say that it feels as if Audi has put forth tremendous effort into making the e-tron drive like a normal gasoline (or diesel) car.

And it might just be the best-handling (or best-balanced) model in the A3 lineup—certainly so if you only consider Audi’s front-wheel-drive cars.

More fun to drive than any other plug-in hybrid

To take it a step further, up against every other plug-in hybrid and range-extended EV on the market—or at least, those with a price tag lower than EV enthusiasts’ Holy Grail, the Tesla Model S—the e-tron is simply more fun to drive.

How can this be? In part, it’s a matter of weight. Because the battery pack and additional hybrid hardware add about 300 pounds of additional curb weight (the battery weighs just 276 pounds)—and by giving it aluminum fenders and hood and some other weight-saving measures, Audi’s kept this complex plug-in hybrid’s total curb weight at just under 3,400 pounds. That’s less than 400 pounds heavier than the base 1.8-liter A3, and roughly the same weight as a 2.0T quattro A3—an incredible feat, really. Furthermore, it’s that battery pack that makes the weight distribution more balanced (at 55/45 biased to the front, instead of up to 60/40 for some A3 models).

Read more: Green Car Reports

• First plug-in hybrid model drives off the assembly line in Ingolstadt
• Assembly processes integrated into the A3 line
• Maximum safety for employees, top quality for customers

Ingolstadt, November 21, 2014 –Approximately 50 cars every day, with the same timing and on the same assembly line as the other models: Audi is now ramping up production of the Audi A3 Sportback e-tron*. The premium manufacturer is producing its first plug-in hybrid model at the brand’s main plant in Ingolstadt.

Dr. Hubert Waltl, Board of Management Member for Production at AUDI AG. said:

“We started series production of the Audi A3 Sportback e-tron in the summer. Most of the assembly work is integrated into the A3 line; no separate manufacturing is necessary. That demonstrates the flexibility and efficiency of our production planners and employees.”

With the Audi A3 Sportback e-tron, Audi is launching the mobility of the future. The compact five-door combines a 1.4 TFSI combustion engine with a 75 kW electric motor, resulting in a total system output of 150 kW (204 horsepower). Despite the sporty driving performance, fuel consumption in the NEDC is just 1.5 liters per 100 kilometers (35 grams of CO2 per kilometer). The A3 Sportback e-tron can travel up to 50 kilometers in purely electric mode and up to 890 kilometers more with the gasoline engine.

“We first of all ramped up production of the A3 Sportback e-tron to about 30 cars a day in September,”

explained Board of Management member for Production Waltl.

“Our peak is approximately 50 units each day now. In any case, we are keeping additional capacity available.”

Peter Kössler, head of the Ingolstadt plant, stated:

“Working with high-voltage systems in series production was a new challenge for us, but we mastered it well. At all stages of assembly, we achieve maximum levels of safety for our employees and quality for our customers.”

Safety is given top priority during the entire assembly process. All the employees who come into contact with the A3 Sportback e-tron have received technical safety instructions for the new technology; some employee who are directly involved are qualified as specialist electricians for automotive technology.

*Fuel consumption of the models named above:

Audi A3 Sportback e-tron:
Combined fuel consumption in l/100 km: 1.7 – 1.5;
Combined electricity consumption in kWh/100 km: 12.4 – 11.4;
Combined CO2 emissions in g/km: 39 – 35

Audi A3 Sportback e-tron 16″:
Combined fuel consumption in l/100 km: 1.5;
Combined electricity consumption in kWh/100 km: 11.4;
Combined CO2 emissions in g/km: 35