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Home / Business / 2020 Audi e-tron Electric SUV Road Test in United Arab Emirates

2020 Audi e-tron Electric SUV Road Test in United Arab Emirates



The irony of ripping through the oil-rich desert of the United Arab Emirates in Audi's new 2019 e-throne, an all-electric SUV, is enough to draw a chuckle. Perching Audi's vision for the future of mobility on top of a gust of sand dunes somewhere between Al Ain and Abu Dhabi, and the metaphorical game of the king of the fuel garden becomes literal. Electrification is here, and it will release fossil fuels into the previous year.

Audi's selection of the Middle East as the perfect backdrop to start its first advance to fully electric cars was not accidental. Tests e-trons were awarded in Masdar City, an urban residential and commercial oasis located on the outskirts of Abu Dhabi, purposefully built to be zero-carbon emissions. Heavily funded by the UAE government, Masdar's promise of a fossil fuel future is still on its way, with construction slated to complete a decade from now, and while it is currently a ghost town than a thriving example of renewable energy, it represents the beginning of the tide turn.

And it's something Audi's parent company, the Volkswagen Group, can strongly relate to. Despite producing more than 1

0 million vehicles with internal combustion engines in 2017, the Volkswagen Group plans to launch 27 electric cars by 2022, at a cost of $ 50 billion. The E-tron represents a solid start to the push, a luxurious battery electric vehicle that follows closely with Audi's brand DNA.

An electrical design

That means there is a lot to love about e-faith. Audi did not set out to reinvent the electric vehicle – a market segment that already contained Tesla's model X and Jaguar's I-Pace, and soon, Mercedes-Benz EQC and Rivians R1S. Instead of radical swooping lines that designers tend to give on electric vehicles, the e-throne looks like any other Audi roll of the assembly line: modern, clean, sporty and a bit aggressive. It is even more stylish personal, especially when you are dipped in Antigua Blue metallic paint.

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Inside, all the finer creatures await. Hopper :. of Valcona leather, fine grain ash insert, massage seats, contour LED lighting, the user-friendly multimedia interface (spread over several large touch screens), a Bang and Olufsen speaker system and more. Ample legroom on the back means passengers over six meters high will not be cramped, and the lack of conventional drive down to the center of the vehicle provides more storage space.

Below the floorboard is a 95 kWh battery pack that drives two motors, one per axle. The back is slightly larger than the front, but together they provide up to 408 horsepower and 489 lb-ft of torque. The system I say, but it's not "ridiculous" fast, like a model X. Shuffle to 60 takes 6.6 seconds, but a boost mode – a ten second increase where the motors exaggerate for maximum power, achieved by math the accelerator – shave in a second of that time.

Hitting the Highway

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On the flat silk-smooth roads of Abu Dhabi, a -Tron proves a moral highway cruiser, the help systems help automate acceleration, braking and path change with ease, even though the outer camera system instead of traditional mirrors turned out to be more of a hindrance than a help. Mounted in the doors under the cameras, is a little used to since it is not the natural spot to fall when controlling traditional mirrors, but presumably over time, drivers will adapt (Audi's lobbying for the system to come to the United States, but it is currently only approved for Europe.)

Part of the rationale behind the cameras is to increase efficiency while reducing noise levels.Audi spent mountains of time and money in pursuit of the "sound of silence", which engineers internally called the experiment. Smotor consumers do not mind engine noise and related road noise, much of which comes from conventional exterior mirrors sliding through the air. But an electric battery customer wants to hear a pin drop of 70 miles per hour, so Audi employed sound-damping in places it didn't have before. There is foam everywhere, inside the door panels, even inside the wheels to help hush the tires. E-tron engineers' efforts were successful: you can clearly hear the passenger's breath as you press 80 down the highway.

The ride itself is comfortable in comfort mode and stiffens slightly when sports mode is engaged. The 1,500-pound battery in the middle of the chassis helps keep the e-throne planted, no matter how hard you float the brown pound at £ 5,500. Torque weighting helps maintain the power of the wheels that need it most and even under the most dynamic driving conditions, such as flying up the Jebel Hafeet Mountain Road, near Abu Dhabi. There is no understeer, and the adaptive air suspension, borrowed from Q7, helps the e-tron turn exactly when and where you want it. The steering goes a bit lightly during hard acceleration, but it will probably not interfere with future owners.

How far will the e-throne go?

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What can lead potential buyers to drill is the reach of the e-throne. Audi coyly deflected queries, which say everyone would be revealed after the EPA review, but the unofficial consensus is that the e-throne has the capacity to get between 200 and 220 miles. It is almost a third less than 295 miles of Tesla's Model X 100D. Even I am I-Pace at 234 miles, so while the e-throne is near, it's still in the competition now. While we shaved more than 300 miles – with a middle charge stop – the energy went faster than projected, but we were on highways with a speed limit of more than 100, so our test drive wasn't exactly an indicator of a real use case.

While anxiety is a real problem for some buyers, manufacturers are trying to turn the conversation with trepidatic buyers from this statistic to another assessment: charging time. And Audi is not half bad. The standard metric is the time to charge up to 80 percent, because the batteries fail to accept electrons, the faster they become, and Audi can reach 80 percent in 27 minutes. Compared to filling the gas tank, it is an eon, but compared to the 40 minutes it will take a model X on a compressor, it's pretty fast.

In fact, if you connect the e-throne to a fast charger (Level 3 DC 150k kW), you will be 100 percent in 45 minutes. You can also use regular 240-volt outlets to get full charge, as there are ports for both on the side of the e-throne, but don't plan to go anywhere for at least nine, possibly 12 hours. (The Volkswagen Group is working with Electrify America to give e-throne owners access to more than 500 fast chargers over 40 states during the summer, and owners will receive 1,000 kWh of charge-free, giving approximately 2,000 miles of driving.)

With a battery electric vehicle, the name of the game is efficiency, and with a little gas and brake treatment, e-tron can help bring an admirable part of the energy it expands. Audi's existing program, called Predictive Efficiency Assistant, comes standard to help coaches, using GPS routers and cameras to monitor other vehicles and traffic signs. If the computer feels lower in front of the traffic, a small green photo icon flashes on the dashboard, allowing you to lighten the throttle and drop the car. In cities where car-to-x is enabled, Audi will know that it's going to hit a red light and alert you. Follow the suggestion, and you shouldn't have to use the brakes to roll over to a full stop, which we have repeatedly experienced in Abu Dhabi.

Managing all energy

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But how the EUV recoups energy is truly innovative. The e-tron uses a brake-for-wire system Using the engines to brake the car and resume the energy of the wheels, found that you do not need them 90 percent of the time to stop situations under .03 gs, so even if you hit the brake pedal, you do not actually use the hydraulic brakes. Instead, a small fluid reservoir behind the firewall fills up, simulates a traditional brake pedal feel, but really, the engines do the job. It's easy to read this and don't think much about it, but this is a good deal, like no other electric car has ever done this, hit the brakes on a Tesla and the hydraulic brakes bite down on the rotor Lir added recuperation, but Audi sees this method as waste and decided to separate the two systems. Granted, the e-throne can tell if you actually need friction brakes, and they will certainly work, but even during hard driving, we just saw those steps in about 10 percent of the time.

For example, when climbing up the Jebel Hafeet Mountain, we burned through about 12 kWh, but the system was able to return about 10 kWh to the battery on its way back down. Not so shabby, e-throne.

Most importantly, all that technology translates into a superbly fun driving experience. A small portion of dune driving gave the opportunity to switch e-throne to Offroad mode, which increases slightly and just defies it. If you haven't driven a 5 500-lb SUV sideways through dunes, I recommend it. Even on the lines, with speeds above 80, the e-throne sank up the sandboxes with joy and character laughter from this driver. It's not a regular utility box for a car of $ 74,800, but it's certainly a rebellious one.

Audi's e-throne may not be the fastest, fastest or most radical appearance of the electric SUV, but it is the perfect transition vehicle for people who want to ditch combustion vehicles for the benefit of a hard-loading future vision.

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