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Audi wheeling out all-road shooting brake plug-in hybrid concept at Detroit show; the first e-tron quattro

12 January 2014

DETROIT_03_0__mid
Shooting brake concept. Click to enlarge.

Audi will unveil an all-road shooting brake plug-in hybrid concept at the North American International Auto Show (NAIAS) in Detroit. The two-door car is a crossover; its hybrid drive demonstrates a new form of quattro drive—the e-tron quattro.

The Audi allroad shooting brake represents the first time that Audi has combined the all-road and e-tron form languages. The compact crossover plug-in hybrid has a low fuel consumption figure of 1.9 liters of fuel per 100 km (123.8 mpgUS), equivalent to 45 g CO2 per km (72.42 g/mile) based on the relevant ECE standard. Its total driving range is up to 820 km (510 miles).

The show car combines sex appeal, highly efficient e-tron-quattro technology that produces 300 kW of power yet only consumes 1.9 l/100 km (123.8 US mpg) of fuel and cutting-edge electronic applications. We are offering very concrete glimpses of the near future in this show car.

—Prof. Dr. Ulrich Hackenberg, Member of the Board of Audi AG, Technical Development

The plug-in hybrid drive also delivers impressive performance with 300 kW (408 hp) of system power and a system torque of 650 N·m (479 lb-ft). The show car, which weighs around 1,600 kg (3527 lb) without the driver, accelerates from 0 to 62 mph in 4.6 seconds, with a top speed of 250 km/h (155.34 mph).

The 2.0 TFSI engine in the Audi allroad shooting brake outputs 215 kW (292 hp) of power and generates 380 N·m (280 lb-ft) of torque. The transverse mounted two-liter four-cylinder with a large turbocharger is a high-end engine. In part-load operation, indirect injection supplements direct gasoline injection to improve fuel economy; the exhaust manifold that is integrated in the cylinder head enables high-performance thermal management.

The 2.0 TFSI operates together with a disc-shaped electric motor via a decoupling clutch; the electric motor outputs 40 kW of power and 270 N·m (199.14) of torque. It is integrated in the six-speed e-S tronic. The dual clutch transmission, which shifts at lightning speed, sends torque to the front wheels.

A second electric motor, which is separate from this drive unit, is mounted to the rear axle. It supplies propulsive power at low and moderate vehicle speeds with its maximum power of 85 kW and 270 N·m (199 lb-ft) of torque. It can also be operated in tandem with the motor and engine at the front axle if the hybrid management system decides that all-wheel drive makes sense. In such situations, e.g. on a slippery road or in light off-road conditions, this essentially makes the Audi allroad shooting brake an e-tron quattro.

Located just forward of the rear axle is a lithium-ion battery that consists of eight modules. It contributes towards a balanced distribution of weight, and it hardly affects cargo capacity at all. The liquid-cooled battery has an energy capacity of 8.8 kWh, which is enough for 50 km (31 miles) of all-electric driving. An Audi wall box is used for stationary charging; it can operate with different voltages and plug connector types, and it regulates the energy transfer conveniently and intelligently.

Drive select management offers three driving modes. There is the EV mode, which can be selected by a button on the multifunction steering wheel; it prioritizes all-electric driving. Here, the front drive unit is inactive, and the electric motor at the rear axle can rapidly accelerate the two-door car to a top speed of 130 km/h (81 mph).

In Hybrid mode, the drive sources work together in various ways as necessary. In many situations, the electric motor in front acts as a generator—driven by the engine, it charges the battery, and this extends the car’s effective electric driving range.

In Sport mode, which the driver can select via the Audi drive select system, the car’s full system power is available. When a high level of power is demanded by the driver, the electric motor at the rear axle works together with the 2.0 TFSI in a boost mode, in which both drive units output propulsive power.

Depending on the driving situation, releasing the accelerator pedal can cause all drive units to be decoupled, or it can result in energy recovery by regenerative braking. In the first case, the show car coasts with zero emissions since the combustion engine is shut off; in the latter case, braking energy is fed back into the high-voltage battery.

The driver can use the “Hold” and “Charge” functions in the MMI user interface to specifically influence the battery's charge state, e.g. to increase storage of electric energy so that it can be used over the final kilometers to the destination.

Chassis. An electro-mechanical steering system is at work in the chassis of the Audi allroad shooting brake; it works together with a MacPherson front suspension and a four-link rear suspension. For off-roading, the crossover features high ground clearance, compact wheelbase, short overhangs and electric quattro drive. It has a taut and sporty stance on the road, and the Audi drive select vehicle dynamics system offers various modes to the driver. Size 255/40 tires are mounted to its 19-inch wheels.

January 12, 2014 in Engines, Hybrids, Plug-ins | Permalink | Comments (16) | TrackBack (0)

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" The compact crossover plug-in hybrid has a low fuel consumption figure of 1.9 liters of fuel per 100 km (123.8 mpgUS),..
accelerates from 0 to 62 mph in 4.6 seconds, with a top speed of 250 km/h (155.34 mph)...
Its total driving range is up to 820 km (510 miles)."

It seems misleading to imply A 500 mile trip on under 5 gallons(123.8 mpgUS) when it will require around fifteen gallons after the initial 30 miles electric.

@kelly:
They get the figures from all sorts of estimates of average journey length.
I don't much like that sort of estimate, and prefer just the electric range and electricity consumption figure, and the petrol consumption figure when you are running on that.
Just the same though owners are going to get way better than simply taking the petrol consumed over 500 miles and the electricity over 30, which is even more misleading, as most runs are short runs.
That is why a lot of Volt owners rarely put petrol in.

A 123 mpg, very high speed, quick take off, green muscle car!

Every juvenile driver will want one?

Every juvenile wants more sex too, and many don't get it.

The insurance, not to mention the purchase price on this, might be 'quite high'.

Every Juvenile driver will want one, but none will be able to afford one.

A PHEV is really 2 cars in one and its performance will depend on your journey mix.
Ideally, you could buy (say) a 30 mile Erange car, use it for a few months, and then have it assessed when you could add (or subtract) battery capacity.
Or you could get a phone app which monitors your driving before you buy it, and would allow you to size the battery based on real facts.

IMO, a PHEV is an ideal electric car, because you can size the battery to the most common journey length, rather than the longest.

Even if you had a 300 mile battery, it would be much larger and heavier than a 30 mile one (!) and you would hardly ever need the full capacity = better to use chemical fuels for the occasional long run and have a lighter and smaller car in the process.
+ you don't need to rely on rapid chargers, you can use any charger to get the car running in hybrid mode.

This turbocharged performance vehicle would be a real problem for juvenile lookers, maybe they will do a no name branded version at a discount without the extra sex appeal.
I know myself being pulled over every few K's can make for a very slow if not unpleasant journey even without extra attention from the good folk in blue.
We good looking intelligent lot already do it hard enough.

When the ECE standard and others use a system that bamboozles the techs and only purpose seems to encourage consumer fantasies, that's what has? to be, will be applied. When in Rome...


I am wondering when molten salt storage will find application for heating in cold climates. This shooting brake rig has a liquid cooled battery and advanced thermal management" cylinder head secret recipie?
More applicable to BEV's heat storage at charge, from battery and e motor cooling or ice pre heating via a well insulated vacuum? molten salt store should be a viable option.2 mode refrigerant heat pump would be a ready option also.
Oscilating heat exchanger designs which operate on passive or low input thermo syphon priciples could be explored in both the above.
We would hope that bevs will continue to decrease system cooling requirements but for sure we will always find an application for extended thermal storage, Pizza deliveries, coffee makers, battery or ice engine and cabin preheater with the usual windscreen defogger.
This turbocharged performance vehicle would be a real problem for juvenile lookers, maybe they will do a no name branded version at a discount without the extra sex appeal.
I know myself being pulled over every few K's can make for a very slow if not unpleasant journey even without extra attention from the good folk in blue.
We good looking intelligent lot already do it hard enough.

@mahonj...excellent observations but that's not exactly the way most (15 to 95 years old juveniles) think or behave. As for the price tag, many of the older juveniles can find enough cash or credit to buy or rent a muscle car. Many younger (long life) juveniles have rich parents to rely on.

Tesla's Models X or E may be the first generation of affordable muscle e-cars before this one is produced.

Well, to Audi's credit, they have reduced the size of the ICE in half. From a 4-liter V-8 400kW motor in the Sport Quattro PHEV having 700 hp total power now down to 2-liter L-4 200kW motor in practically the same body, same Electric drive train, same battery capacity...now down to only 400 hp total power...in this model. This shows a lot of Eco-responsibility already.

Perhaps future Super-Eco model will have the ICE downsized even further, down to a 1-liter-2-cylinder engine with 100 kW, for a total of 200 kW vehicle. Still a pretty serious sporty vehicle, but more practical. The fuel tank can be downsized to give a range of only 300 miles, while 1/2 of the battery pack can go to the front to produce a lighter vehicle with more internal space, perhaps double the trunk space to 21 cubic feet instead of the meager 10.5 cu ft in this model.

Excellent ideas RP. Should you mail a copy to Audi?

I'm ok with the high averaged MPG figure. Because, looking at the big picture, if all cars were plugin hybrids, we'd indeed get a GASOLINE consumption equivalent of better than 120 MPG.

Its the big picture that matters.

Of course, the rare driver that regularly does 500 mile trips with his or her car will be very disappointed by the mileage... a regular hybrid is a better fit for such a person.

In case anyone is interesting in the history of the term "shooting brake" it has to do with a very old truck design that was used for breaking in horses.

8.8KWH Battery is end of this story for me. Means all this EV power and savings will vanish after a ridiculous amount of time. You will have to plug the car ALWAYs, home, work, everywhere, plus the base drive train remains in a full ICE logics, the EV part adding weight and costs and complexity, and risks of brakedowns, on this even more complex assembly. Looks good on paper realted to theoretical consumption figures, but for me this is NOT the drive train of the future. The car of the future will look like the 1st AUDI eTRON concepts, with a hugely lighter and simpler all electric drive train, a Much Larger Battery pack (>40KWH for me to Jump in), and a small non-tracting Range Extender, with no big central ICE engine, no big central gearbox, no big central transmission... Saving weight and cost and complexity, to fund the much larger battery required, with at the end a faster and more reliable, and better car than today's ICE cars. Neither a hyper-complex and expensive car like this one, nor a downsized car good for nothing like we see elsewhere. Be more radical AUDI if you want me to move from BMW 530DA to your eTRON.

@Patrick,
The 31-mi AER is good enough, and if you plug it in twice daily, you can get 62-mi AER, which is very good. Therefore, the 8.8 kWh battery is sufficient.

If the ICE is reduced down to 1 liter, 2-cylinder, with a smaller transmission, then this car would be perfect!

@SJC
In the U.K. a shooting brake was the original SUV, a van with rear windows used for shooting expeditions on the moors. Nothing to do with horses.
This Audi does not look much like one.

Shooting-brake originated as an early 19th century British term[1] for a vehicle used to carry shooting parties[2] with their equipment and game. The term brake[3] was initially a chassis used to break in horses...

http://en.wikipedia.org/wiki/Shooting-brake

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