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Audi A3 e-tron
Quick Spin
Hamilton Island, Queensland
Plug-in hybrid electric vehicles (PHEVs) are starting to become more common. From the Holden Volt to the Mitsubishi Outlander, the range of vehicles is slowly growing. For Audi, the first such model to be offered locally – from March next year -- is the A3 e-tron, a small hatch offering the combination of turbocharged petrol and electric power. With an all-electric range of 50km, combined fuel consumption of 1.6L/100km and CO2 emissions of just 37g/km the A3 e-tron has a theoretical range of up to 940km from a full charge and a full tank. But with a list price expected of near to $60K, are the savings worth the outlay?
Audi has joined a select group of manufacturers now offering a plug-in hybrid in its range. But this isn't some science experiment, and nor is it a quirky compromise you speak of only in hushed tones. It's a regular hatch with most of the practicality and all of the driveability regular hatches offer, albeit with an environmentally-friendlier outlook. Best of all it’s packaged in a regular-looking vehicle you might actually want to own.
The A3 e-tron drives the front wheels via the combined efforts of a 1.4-litre turbocharged petrol engine (110kW/250Nm) with direct-injection, variable valve timing and cylinder deactivation technology, plus a permanently-excited 75kW/330Nm synchronous electric motor.
Drive is channelled via a six-speed e-S tronic six-speed dual-clutch transmission with a total system output of 150kW and 350Nm. Audi says the numbers are sufficient for a 0-100km/h dash in 7.6 seconds and a top speed of 222km/h. In all-electric mode the top speed is 130km/h.
On electric power alone the A3 e-tron is said to have a range of 50km. Add 40 litres of premium unleaded fuel to the equation (stored in a shallow tank over the rear axle), and that range extends to a theoretical 940km, based on the UNECE R101 combined cycle fuel consumption figure of just 1.6L/100km (and CO2 emissions of 37g/km). Not bad considering its porky 1540kg kerb weight (that’s 240kg more than a regular 1.4 TFSI A3 Attraction).
A 125kg lithium-ion battery pack fitted under the rear seat comprises eight modules of 12 cells apiece (96 in total), supplies 8.8kW/h of energy at up to 390 volts. This is converted to three-phase current via six high-performance transistors to power the electric motor, itself fitted between the internal combustion engine and the dual-clutch transmission. A DC/DC converter provides 12-volt current for the ancillary electrics (which is stored in a conventional lead-acid battery) and the whole lot is charged via a standard domestic power outlet in less than five hours.
To save even more energy, the transmission is equipped with a coasting mode while the air-conditioning compressor and steering are electrically operated on demand. A thermoelectric heating element provides warmth until the internal combustion generates enough of its own to take over, and the alternator/generator, much like that of any hybrid vehicle, acts not only to recover energy but to also supply additional retardation.
Good news aside, the relocation of the fuel tank does consume precious cargo space. The A3 e-tron offers just 280 litres with the parcel shelf and seats in place -- 100 fewer than its conventionally-powered equivalent. But the rear seats still split-fold to offer 1120 litres all told.
So from a cargo standpoint the A3 e-tron is something of a compromise, though you wouldn't know it inside the cab. With seating for five, the format is unchanged. The leather upholstery is familiar, likewise the MMI screen and its console-mounted rotary controller. In fact, the only real differences come from the gearshift (which activates a braking mode when 'S' is selected), instrument cluster and some of the setting options which aim to better tailor the A3 e-tron to match your driving style.
The complexity of the A3 e-tron's function belies the simplicity felt at the wheel. From the driver's seat you have no idea how busily the intricate workings of the system are operating.
In a word, in all feels quite seamless, as we found during our first (but brief) Australian drive. The clutching between petrol and electric operation is imperceptible and, strangely, the dual-clutch transmission feels smoother than it does in other applications, with none of the shift-shock in rapid upshifts usually experienced.
And it is a rapid mover. The on-paper figures give only part of the game away, but it's the torque delivery that really impresses. Even in all-electric mode the A3 e-tron is rather swift, and through its various modes remains fluid under acceleration, and mostly quiet.
As is the case in many electric vehicles it's the ambient sound of rubber on road and the wind passing over and around the vehicle that outplays the mechanical hum. With the petrol engine in full flight there is a purposeful trill at higher revs, though it's not what you'd call harsh, and presents no real vibration to speak of.
Again, as in other PHEVs, the A3 e-tron can use its petrol engine to supplement battery charge through the aptly named Hybrid Charge mode. The system also has the ability to hold the current level of charge in the battery in, you guessed it, Hybrid Hold mode, while full EV (or Electric Vehicle) and Hybrid Auto modes are likewise self-explanatory.
Equally user-friendly is the instrumentation pertaining to the state of charge, operation and range. Many hybrid models tend to over complicate and indeed over animate this information, but not so the A3 e-tron. Here the presentation of data is straightforward, concise and easy to read at a glance. It's less distracting and requires less time to digest. Brilliant.
A quick loop of Hamilton Island’s airport is never going to tell us a lot about the ride/handling compromise expected in the real world. However, large gaps in the asphalt were soaked up rather well, and in cornering the A3 e-tron through the makeshift circuit, the body control felt better than we expected, with a low centre of gravity and balanced weight distribution (55/45 front/rear) settling the car rather well.
It can feel a little firm, but no more so the S3 Sportback we’ve sampled previously. The other pleasant surprise is that both the steering and the brake pedal — which are generally speaking over-assisted in PHEV and hybrid vehicles — felt both natural and well metered.
Floor the throttle from a standing start and the A3 e-tron makes a quick getaway. There a little scamper from the front wheels as the 17-inch Pirellis grapple for traction, and a hint of torque steer too. Once underway, however, progress is remarkably swift, and even in EV mode the little hatch is an impressive performer.
Unfortunately our quick circuits of the HTI apron told us little about the range of the specially imported left-hand drive A3 e-tron, though previous reports from my colleague have said the model is capable of nearing its claimed figures.
But at $59,990 (plus on-road costs), the fuel savings are somewhat elementary. Sure Audi will assist new owners in installing a charge point in their home and yes, the purchase of an electrically-assisted vehicle does say a lot about your take on protecting the planet.
But when you consider an A3 Sportback equipped with a 1.4-litre turbo-petrol engine can be had from as little as $35,600, returns a combined cycle figure of 4.9L/100km and emits 114g/km of CO2; or that a 1.6-litre turbo-diesel A3 (from $36,900 plus ORCs) uses only 3.9L/100km with an emission figure of 102g/km, the figures don’t really stack up.
OK so neither can operate on electricity alone and are arguably dirtier in the stop-start scenarios in which EVs thrive, and neither are as brisk. But when you weigh the benefits of plug-in power against the cost savings that could be had elsewhere in the range, the situation seems a little out of sorts.
Sure, new technology comes at a cost and it's admirable Audi (and others) are taking steps towards preserving the finite resources we rely so heavily upon. But consider also the source of the electricity used to charge your shiny new A3 e-tron in Australia and the reality of plug-in hybrids once again seems immaterial. Especially when you factor in the lack of incentive currently offered for buying a green vehicle in this country. But perhaps that's a story best left for another day...
Politics and minor gripes aside, the A3 e-tron is a cohesive and engaging example of its kind — and one that asks few of the compromises some hybrid vehicles can. It isn't cheap and perhaps isn't for everyone, but it is a highly proficient option for those who wish to espouse their environmental leanings. And really, isn't that the point?
Audi A3 e-tron 2014 | Test |
Review Audi Plug-In-Hybrid:
Audi A3 Sportback e-tron
review Autovisie TV:
2014 Audi A3 e-tron pricing and specifications:
Price: $59,990 (plus on-road costs)
Engine: 1.4-litre four-cylinder turbo-petrol/electric
Output: 150kW/350Nm (combined)
Transmission: Six-speed dual-clutch
Fuel: 1.6L/100km (UNECE R101 Combined)
CO2: 37g/km (UNECE R101 Combined)
Safety rating: Five-star ANCAP
What we liked:
>> Quietness in EV mode
>> Legible trip and range info
>> Brisk acceleration, good range
Not so much:
>> Price premium over conventional A3s
>> Reduction in cargo capacity
>> Some torque steer
Also consider:
>> Holden Volt ($59,990 plus ORCs)
