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    Audi E-tron II (R4), future entry level Porsche?










    204hp (2 mid engined electric units)

    0-100: 5,9s



    Re: Audi E-tron II (R4), future entry level Porsche?

    Future Porsche ? No, just what it is, an Audi.


    RC (Germany) - Rennteam Editor 997 Turbo, BMW X5 M (03/2010), BMW M3 Cab DKG, Mini Cooper S JCW

    Re: Audi E-tron II (R4), future entry level Porsche?


    As far as I heard, it will be a 4-cyl. turbo charged engine with "over 200 HP".

    According to our sources, it will be used in a new model derived from the Boxster (optically) but based on an Audi platform

    Time will tell...

    Re: Audi E-tron II (R4), future entry level Porsche?

    Not moved by the design of the performance stats.


    ...the only thing stopping you in all likelihood, is you!

    Re: Audi E-tron II (R4), future entry level Porsche?

     funny when i changed my desktop background this morning i put a sketch of the e-tron 1 i've had for some time but still think looks good. this one just doesn't look as good as the other one.

    Re: Audi E-tron II (R4), future entry level Porsche?

    The Detroit showcar Audi e-tron shows another variant of an electric vehicle developed by Audi...


    Audi is showing an uncompromising purist compact sports car with all-electric drive at the first major auto show of 2010. The Detroit showcar Audi e-tron is the name of this 3.93 meter (154.72 in) long and 1.78 meter (70.08 in) wide but just 1.22 meter (48.03 in) tall two-seater; just a few months after the debut of the Audi e-tron at the 2009 Frankfurt Motor Show, this is now the second electric concept vehicle from the brand with the four rings.

    Coupled with the Detroit showcar Audi e-tron's low gross weight of around only 1,350 kilograms (2976.24 lb), high-torque power units driving the rear wheels guarantee commensurate road performance. Two electric motors with a combined output of 150 kW (204 hp) and 2,650 Nm (1954.54 lb-ft) accelerate the coupe with ASF-design aluminum body from 0 to 100 km/h (62.14 mph) in just 5.9 seconds. The Audi e-tron accomplishes the sprint from 60 to 120 km/h (37.28 - 74.56 mph) in a mere 5.1 seconds.

    The Detroit showcar Audi e-tron is able to distribute its electric motors' high torque between the wheels entirely as required. Its "torque vectoring" is the key to a thrilling level of active precision and excellent traction. Thanks also to its low weight, short wheelbase and perfect weight distribution for dynamic handling, the Audi e-tron has all the drivability of a go-kart - agile, good on bends and neutral right up to the very high handling limit.

    Lithium-ion batteries, located for an optimal center of gravity behind the passenger compartment and ahead of the rear axle, make an effective energy content of 45 kilowatt-hours available. This makes an operating range of up to 250 kilometers (155.34 miles) realistically possible.

    As previously with the first e-tron concept car shown in Frankfurt, Audi again bases all components in this electric vehicle on an integral concept with many revolutionary details: a heat pump as an efficient means of heating up and maintaining the interior temperature. The drive system, power electronics and battery have innovative thermal management - crucial for maintaining a high operating range coupled with outstanding interior comfort.

    Design and package

    Audi is presenting a further variant of an electric vehicle in the form of the Detroit showcar Audi e-tron. The vehicle body has a powerful, wide and muscular stance on the road, and looks extremely compact and puristic not least thanks to the typically short sports car wheelbase of just 2.43 meters (95.67 in) - a whole 22 centimeters (8.66 in) shorter than the R8.

    The sweeping line of the front end and the flat curved roof immediately identify the two-seater as an Audi. The sides reveal familiar contours: The way the dynamic line is tailored above the sill and the prominent wheel arches, as is typical for an Audi R, combine the front, side and rear into a monolithic entity and strongly emphasize the typical Audi feature of round wheel arches enclosing the large 19-inch wheels. The highly tapered front end gives the Detroit showcar Audi e-tron distinctly wedge-shaped basic proportions.

    1.78 meters (70.08 in) wide, just 3.93 meters (154.72 in) long and 1.22 meters (48.03 in) tall - those are the classic proportions of a sports car. That leaves space ahead of the rear wheels for the 399 kilogram (879.64 lb) battery unit, with converter and power electronics.

    The two electric motors, which have their own cooling system, are mounted on the rear axle. This special package, featuring a 40:60 weight distribution, ensures perfect balance, which contributes to the driving dynamics of the Audi e-tron.

    The trapeze of the single-frame grille dominates the distinctly wedge-shaped front end and is flanked by two large air intakes. The top of the grille merges into the flat strips of the adaptive matrix beam headlight modules with their clear glass covers. All light units use ultra-efficient LED technology.

    The headlights are the core of a fully automatic light assistance system that reacts flexibly to any situation. The new technology recognizes weather conditions and adapts the illumination to rain or fog. The technology at the heart of the light assistance system is a camera that works together with a fast computer to detect oncoming traffic, recognize lanes and measure visibilities, such as in the event of fog.

    If there is oncoming traffic, the high beams are turned off in the corresponding section of the illumination field. The cornering light system analyzes data from the navigation system and illuminates corners before the driver steers into them. The Detroit showcar Audi e-tron does not have conventional fog lamps that consume additional power. It intelligently varies the low beams instead; in fog, for example, it produces a wider, more horizontal illumination field, thus significantly reducing the glare from the car's own lights.

    The variability of the headlights is also reflected in their design. The LED elements change appearance and thus the character of the front end of the vehicle depending on the speed driven and the ambient conditions. The innovative lighting technology now offers the Audi designers almost as much design freedom as the shape of the body does.

    One design element that is specific to electric vehicles developed by Audi - such as the Audi e-tron - are the air intakes in the single-frame grille and behind the side windows on the C-post. They are closed flush under normal circumstances and opened by retracting slats when additional cooling air is required. The slats above the drive unit then also open to provide a better through-flow of air. These measures, too, maximize efficiency - the concept car is outstanding for an already low drag coefficient that is further improved when the flaps are closed.

    The ASF body

    Systematic lightweight construction is an even more important prerequisite for efficiency and range with electric vehicles than for conventionally powered automobiles. Lightweight construction is moreover the key to thrilling handling characteristics. Audi developers focused on a core competence of the company when creating the Detroit showcar Audi e-tron: The body structure is based on Audi Space Frame technology (ASF), with a hybrid design approach adopted. All add-on parts - doors, lids, sidewalls and roof - are made of a fiber-reinforced plastic.

    The combination of aluminum and carbon fiber-reinforced composite material guarantees supreme rigidity coupled with low weight. Audi will soon use this technology in a similar form for future production vehicles. Despite the complex drive system layout with two electric motors and a high-capacity battery system, the total weight of the Audi e-tron showcar on display in Detroit is only around 1,350 kilograms (2,976.24 lb).

    Interior and operating concept

    Visual and functional references to the new drive concept characterize the purist interior design. They establish a connection between proven Audi genes and new formal hallmarks. Typical for the Audi design idiom is the reduction of the architecture, controls and information output to the essentials in favor of visible lightweight construction and a tidy overall impression.

    The slim dash has a curve that extends laterally into the door panels. With no need to allow for a transmission, shifter and cardan tunnel, the designers took advantage of the opportunity to create a particularly slim and lightweight center tunnel and convex, arching center console. The flush gear selector, with which the driver chooses between the modes forward, reverse and neutral, emerges from the tunnel when the vehicle is started.

    The Audi e-tron's cockpit, which represents a further development in an electric vehicle, is also oriented toward the driver - a further characteristic Audi trait. Instead of the classic instrument cluster, the concept car is the first Audi to be equipped with a large built-in central display with integrated MMI functions. It is flanked by two round dials.

    The MMI is controlled via a scroll pad with a touch-sensitive surface on the steering wheel ("MMI touch") - an element inspired by modern smartphones. The steering wheel itself is clearly flattened off at both the top and bottom, in a clear reference to motor sport.

    A smartphone that can be integrated into the front section of the center console interfaces between the vehicle, the driver and external information sources. The driver can use a suitably equipped conventional smartphone as a car phone, address database, navigation system and video player. At the same time they can also use it as an operating unit for many specific on-board systems in the Audi e-tron. Many phones that are suitable for these functions are already available from various manufacturers.

    The driver can then enter their route plan or adjust the sound system to their individual preferences, all from the comfort of their own home, for example. The Smartphone and vehicle communicate via the mobile communications network, even over considerable distances.

    The system also provides a security function for the owner; within the range of the WLAN it can constantly monitor the current status of the vehicle, for instance whether all windows and doors are closed. If the Audi e-tron showcar on display in Detroit is parked at a charging station, for example, it also sends details of the current charge status to the driver's smartphone.

    While an analog speedometer on the driver's right provides speed information, the instrument dial on their left tells them how much power is being drawn. The central display shows the range in the status bar and presents all key information from the infotainment and navigation systems. It also provides the driver with relevant data from the vehicle's communication with its surroundings. The instruments combine the analog and the digital worlds into a single unit.

    Characteristic for the concept of the Audi e-tron - and therefore also characteristic for a further development in an electric vehicle - is the near total elimination of switches and small components such as the ignition. The climate control unit is located to the right above the steering wheel. The display provides temperature and ventilation information. Again drawing inspiration from a smartphone, the system is controlled by means of a touch-sensitive sliding control.

    The equally racing-inspired lightweight bucket seats combine excellent lateral support with comfort. Two contrasting colors delineate the various zones of the interior. The colors and the high-quality materials combine elegance and sportiness.

    Drive system and energy supply

    Two asynchronous electric motors with a total output of 150 kilowatts (204 hp) give the Detroit showcar Audi e-tron the performance of a genuine sports car. The concept car can accelerate from 0 to 100 km/h (0 - 62.14 mph) in 5.9 seconds if necessary, and goes from 60 to 120 km/h (37.28 - 74.56 mph) in 5.1 seconds. The torque is distributed selectively to the wheels based on the driving situation and the condition of the road surface, resulting in outstanding traction and handling.

    The top speed is limited to 200 km/h (124.27 mph), as the amount of energy required by the electric motors increases disproportionately to speed. The range in the NECD combined cycle is approximately 250 kilometers (155.34 miles).

    The energy storage unit is charged with household current (230 volts, 16 amperes) via a cable and a plug. The socket is behind a cover at the back of the car. The charging time when the battery is empty is around 11 hours, but heavy current (400 volts, 32 amperes) cuts this to around just two hours.

    The battery is charged not only when the car is stationary, but also when it is in motion. The keyword here is recuperation. This form of energy recovery and recharging of the battery is already available on many Audi production models. During braking, the alternator converts the kinetic energy into electrical energy, which it then feeds into the on-board electrical system.

    The Detroit showcar Audi e-tron in its further developed version goes one decisive step further into the future; an electro-mechanical brake system means the potential of electric motors for energy recovery can now be exploited. A hydraulic fixed-caliper brake is mounted on the front axle, with two novel, electrically actuated floating-caliper brakes mounted on the rear axle. These floating calipers are actuated not by any mechanical or hydraulic transfer elements, but rather by wire ("brake by wire"). In addition, this eliminates frictional losses due to residual slip when the brakes are not being applied.

    By virtue of being isolated from the brake pedal, the Audi e-tron's electric motors can convert the entire deceleration energy into electric current and recover it. The electromechanical brake system is only activated if greater deceleration is required. These control actions are unnoticeable to the driver, who feels only a predictable and constant pedal feel as with a hydraulic brake system.

    An automotive first: the heat pump

    The heat pump, too - which made its first appearance in an automobile on the Audi e-tron concept car shown in Frankfurt - helps to boost efficiency and range. Unlike a combustion engine, the electric drive system generally does not produce enough waste heat to effectively heat the interior. Other electric vehicles are equipped with electric supplemental heaters, which consume a relatively large amount of energy. The heat pump used by Audi - and commonly used in buildings - is a highly efficient machine that uses mechanical work to provide heat with a minimum input of energy.

    A high-efficiency climate control system is used to cool the interior. It works together with the thermal management system to also control the temperature of the high-voltage battery. This is because the battery, power electronics and electric motors must be kept at their respective ideal operating temperatures to achieve optimal performance and range.

    As soon as the vehicle is connected to a charging station the vehicle is preconditioned as appropriate by the thermal management and other associated systems. In cold conditions the drive system is preheated, and in hot conditions it is cooled. This preconditioning can also be extended to the interior, if necessary, so that the passengers can step into a cabin that has been heated or cooled as appropriate for their comfort.

    Driving dynamics

    The drive system's power is transferred to the road by the rear wheels, reflecting the Audi e-tron's weight distribution of 40:60.

    Both the individual motors, which are installed behind the wheels close to the vehicle's center line as wheel drives, also enable the Detroit showcar Audi e-tron's lateral dynamics to be intelligently controlled. This also boosts traction. Similar to what the sport differential does in conventional Audi vehicles, torque vectoring - the targeted acceleration of individual wheels - makes the newly developed electric drive of the Detroit showcar Audi e-tron even more dynamic while simultaneously enhancing driving safety.

    Understeer and oversteer can be corrected by not only targeted activation of the brakes, but also by precise increases in power lasting just a few milliseconds. The concept car remains extremely neutral even under great lateral acceleration and hustles through corners as if on the proverbial rails.

    The chassis has triangular double wishbones made of forged aluminum components at the front and rear axles - a geometry that has proven in motor sports to be the optimal prerequisite for high agility, uncompromising precision and precisely defined self-steering behavior. A taut setup was chosen for the springs and shock absorbers, but it is still very comfortable.

    The direct rack-and-pinion steering gives finely differentiated feedback. Its electromechanical steering boost varies with speed, so that the Detroit showcar Audi e-tron only has to provide energy while steering, but not while driving straight ahead.

    As befits its status, the Audi concept car rolls on 19-inch wheels of 35-spoke design. 235/35 tires up front and 255/35 tires at the rear provide excellent grip. Another special feature of the tires: Audi designers created the profile specifically for the Detroit showcar Audi e-tron.

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

    Source: Audi press release

    Smiley SmileySmiley

    Re: Audi E-tron II (R4), future entry level Porsche?

    It has been suggested the Audi e-tron concept may also represent a preview of the mid-engined Audi R4 coupe, which could be based on the next generation Cayman platform...


    Smiley Smiley Smiley

    Re: Audi E-tron II (R4), future entry level Porsche?

     i found the design sketches, those are very cool ! (i'll post them tomorrow cause its 2am and im falling asleep on the pc )

    Re: Audi E-tron II (R4), future entry level Porsche?

    Audi’s ‘Mini R8’ is raring to go!


    New R4 is coming – and zero-emissions model based on e-tron concept is set to top the range...

    (9 October 2009)

    This is the preview of the new R4 – a production version of the stunning electric e-tron concept car, revealed at last month’s Frankfurt Motor Show.

    The R4 is also likely to spawn petrol-engined versions, giving the R8 a much anticipated smaller brother coupé that sits above the TT in the range.

    Wowing crowds with its zero emissions electric powertrain, the e-tron was a big hit at Frankfurt. But only now has Audi of America’s president Johan de Nysschen confirmed the Tesla Roadster rival will reach showrooms.

    The project is likely to be helped by Audi’s joint venture with fellow VW Group firm, Porsche, which will see the R4 share a new chassis with the next-generation Boxster and Cayman.

    This new sports car range will feature an electric version at the very top of the line-up, with petrol versions underneath.

    As you can see from our illustrations, it will look striking. It mixes the compact, squat proportions of the e-tron concept car with amazing design cues such as those LED C-shaped headlights, along with a trademark Audi grille and scalloped sides. Seen here in targa-topped roadster trim, it will also be available as a coupé and a drop-top.

    The new flagship will be powered by a development of the e-tron’s electric powertrain. There’s a lithium-ion battery pack with four electric motors, two on each axle, giving it a fresh take on Audi’s quattro four-wheel-drive theme.

    These give an output of around 300bhp, as well as an incredible 4,500Nm of torque, delivering instant acceleration with 0-60mph in 4.8 seconds. Top speed is likely to jump from the concept’s 124mph to a more supercar-like 140mph – all with no tailpipe emissions.

    As in the concept, the 470kg lithium-ion battery is placed in the middle of the car, where the engine would be. Once fully charged, it promises to deliver a range of about 155 miles.

    Drive is biased towards the rear – just like the R8 – and the chassis is a new aluminium spaceframe set-up with plastic body panels to keep weight down to around 1,500kg.

    De Nysschen said he expects to see prototypes on the road within two years, so showroom-ready versions could arrive in 2012. That gives Audi time to refine the electric powertrain and decide whether it wants to lease batteries to customers – as Renault is planning – or include them in the price of the car.

    Further down the range, the R4 will feature several engines from the current TT line-up, including a 335bhp 2.5-litre five-cylinder turbo. It’s likely to arrive within the next two years.

    Source: Auto Express

    Smiley Smiley Smiley

    Re: Audi E-tron II (R4), future entry level Porsche?

    A few more interpretations of the future Audi R4...





    Smiley Smiley Smiley

    Re: Audi E-tron II (R4), future entry level Porsche?

    2011 Audi R4 


    (29 June 2007)

    Porsche and Audi have struck a deal that will see them join forces to jointly develop the R4 – Audi’s entry-level sports coupe and roadster – and the next generation Boxster/Cayman. Audi’s plan is to have a four-strong line-up of R-cars: an R10 super coupe (based on the Le Mans-winning diesel-powered racer), the next generation R8 (current car pictured above), an R6 to sit between the Porsche 911 and Boxster, and then the entry-level R4, a mid-engined two-seater strategically aimed at the £28-35,000 price bracket. The obvious sister model of the R4 is the next-generation Boxster/Cayman, known internally as project 981/C8. Due in 2011, the Mk2 roadster and coupe will of course be rear-wheel drive and fitted with six-cylinder boxer engines. That's in stark mechanical contrast with the proposed Audi spin-off, which will run forced-induction four- and five-cylinder engines through advanced low-friction quattro four-wheel drive with torque vectoring.

    Hooking up with Porsche has some key advantages for both parties. Apart from sharing the huge development costs, Porsche gets its hands on Audi’s aluminium spaceframe bodies, powerful diesel engines, lightweight low-friction four-wheel drive with torque vectoring and dual-clutch transmissions for almost all torque classes. Audi in return gets to tap deep into Porsche’s first class engineering base and its peerless financial ability that constantly puts it at the top of the profitability tree. Our sources indicate that Audi has earmarked the 300bhp turbocharged four-pot – as seen in the TT Clubsport Concept (above) – and the blown 350bhp 2.5-litre five-cylinder unit (currently being prepped for the hot SR version of the TT) for the R4. Although Porsche could adapt the new four-wheel drive system which is being developed for the 997 replacement – codenamed 991 – for the next Boxster/Cayman, it’s unlikely given the associated weight penalty of the drivetrain. But Audi will want to play its quattro trump card, so expect its engineers to heavily modify the 991’s all-paw layout for the R4. 

    Basic chassis architecture aside, the two cars will also share a second-generation dual-clutch transmission, all the latest driver assistance systems plus night vision, a head-up display, brake energy recuperation and trick suspension set-ups with MagnaRide from Audi, and PDC from Porsche. Don't worry though, the Boxster and R4 won't look the same. With its rear-wheel drive layout and aluminium doors and roof, the Boxster/Cayman will be lighter than the R4 coupe and roadster, with associated ride, handling and economy advantages. And with Michael Mauer at Porsche and Wolfgang Egger at Audi – two of the most ambitious young designers in the industry – going head to head to prove their worth, expect both cars to be distinctly different in appearance.

    It all sounds like the perfect match, but yes, there are some major political obstacles to negotiate first. Timing is still a major bone of contention – Porsche has its plate full until 2012 when the next Cayman rolls off the line. But Audi wants to launch its R4 as soon as 2010 – one year after the Panamera, one year before the new 911 and on a collision course with the follow-up to the Cayenne, not to mention the Cayman facelift...

    Source: Car Magazine


    Re: Audi E-tron II (R4), future entry level Porsche?

     Here are the design sketches:

    Re: Audi E-tron II (R4), future entry level Porsche?

    This should replace the slow selling Audi TT :




    Re: Audi E-tron II (R4), future entry level Porsche?


    This should replace the slow selling Audi TT :




    Slow selling ? I do not have thge numbers but the new TT is one of the car you see^the most on the roads around here , one on every corner


     997.2 C2S, PDK, -20mm

    Re: Audi E-tron II (R4), future entry level Porsche?

    Boxster Coupe GTS:

    It has been suggested the Audi e-tron concept may also represent a preview of the mid-engined Audi R4 coupe, which could be based on the next generation Cayman platform...


    Smiley Smiley Smiley

    This is really nice Smiley

    Good replacement for TT.



    09 Audi TTS Ibis

    07 997 Carrera S / 05 M3 Coupe / 03 M3 Coupe / 96 M3 Coupe EVO (ALL BUT HISTORY)


    Re: Audi E-tron II (R4), future entry level Porsche?


    This should replace the slow selling Audi TT :




    Slow selling ? I do not have thge numbers but the new TT is one of the car you see^the most on the roads around here , one on every corner

     They ( the second gen version ) are near non -existent here on  California roads  , in coupe or cab form. Unfortunately , they are stuck with the same " hairdresser " stigma as some would want to assign to Boxster owners  here.

    Re: Audi E-tron II (R4), future entry level Porsche?


    This should replace the slow selling Audi TT :




    Slow selling ? I do not have thge numbers but the new TT is one of the car you see^the most on the roads around here , one on every corner

     They ( the second gen version ) are near non -existent here on  California roads  , in coupe or cab form. Unfortunately , they are stuck with the same " hairdresser " stigma as some would want to assign to Boxster owners  here.

    Very interesting . The value on the 2nd hand market for the old TT has gone up in the last years. I sold one 5 years ago, and today , for the same car, I could sell it at the same price , if not slightly higher .

    The new TT is driven by woman for about 60 % . It has a very good image here ... and must be the most sold coupé. When I say you see it on every corner, it is really that much. The Swiss are in love with the Audi brand. It suits their image ( higher market as VW, not in your face, excellent quality..)


     997.2 C2S, PDK, -20mm

    Re: Audi E-tron II (R4), future entry level Porsche?

    This looks stunning, much much better than TT...

    Kreso, is this preview of R4 ? Will this make into production ?

    Re: Audi E-tron II (R4), future entry level Porsche?


    This looks stunning, much much better than TT...

    Kreso, is this preview of R4 ? Will this make into production ?

    Depends... Porsche integration into VAG is not going that smoothly...

    Re: Audi E-tron II (R4), future entry level Porsche?


    Depends... Porsche integration into VAG is not going that smoothly...


    Gee I wonder why.......

    Logic and business sense would dictate Porsche be slotted in above Audi, making Audi the feeder brand to Porsche, and Porsche in return be under Lambo, Bentley, Bugatti in that order.

    Reality is Audi is the baby of one egomaniac named Ferdinand Piech and because of his beef against Porsche the family, he would NEVER allow Porsche the brand be slotted above his baby. And this is where the problem comes in, it's pure chaos now when there is no clear direction on how to organize all the products within the VAG group. Don't forget Piech also is bringing VW the brand up market to compete with Audi. Not sure why, but maybe that floats Piech's boat.

    Re: Audi E-tron II (R4), future entry level Porsche?

    I hope this is the Audi TT replacement

    Dedi La vita è troppo corta per non guidare italiano.....

    Re: Audi E-tron II (R4), future entry level Porsche?

    Autocar: Audi 'R4' e-tron


    Audi’s latest e-tron concept is the strongest hint yet at the firm’s intentions to build a smaller, lighter sports car known as R4.

    The new two-seater has the same name as the bigger, more powerful concept car revealed at last year’s Frankfurt motor show and driven by Autocar last month.

    However, this car is significantly smaller and, uncharacteristically for an Audi concept car with clear sporting intentions, it’s rear-wheel drive.

    The latest e-tron, revealed at the Detroit motor show, is also more than just a one-off showcase for Audi’s zero-emissions plans; it confirms that Audi chairman Rupert Stadler has already given the go-ahead for a new, small, mid-engined sports car.

    According to Audi sources, this new e-tron concept provides strong clues to a new production car that will be sold as the R4. It will share key components with the showroom version of Volkswagen’s BlueSport concept, and possibly a new entry-level Porsche roadster, when it arrives in showrooms sometime between now and the end of 2013.

    Picking up on the styling theme from the first e-tron, the low-slung concept has a traditional sports car silhouette, with a long bonnet, a heavily curved roofline and a stubby rear end. However, the body is a lot edgier, with hard crease lines, taut surfacing and a heavily sculpted rear end providing it with a highly contemporary look that sets the tone for the upcoming R4.

    Elements such as a large single-frame grille housing carbonfibre fins to direct air into the front end, and distinctive LED-enhanced headlamp graphics, clearly set the new car out as an Audi from the front. However, certain features at the rear end are highly reminiscent of recent Aston Martin models — in particular the rear light graphic.

    Styled by a small team working under Audi’s British-born manager for concept car design, Steve Lewis, this e-tron was completed in just four months following a go-ahead from senior management last September.

    “We wanted to push the electric car in a sporty direction without making it appear too futuristic,” said Lewis. “It was important to give the car a uniquely technical appearance in a bid to get across the message of the electrical package that lies beneath.”

    At 3930mm long, 1780mm wide and 1220mm tall, the concept is shorter, narrower and lower than the original e-tron and the current TT. It rides on a wheelbase that, at 2430mm, is 170mm shorter.

    At the heart of the e-tron is a new electric powertrain. It uses a pair of motors mounted within the rear axle producing a total of 201bhp along with a whopping 1954lb ft of torque — all of which is sent to the rear wheels only via a torque-vectoring differential.

    Official performance figures put the sprint from 0-62mph at 5.9sec and 37-75mph (60-120km/h) at just 5.1sec, but the top speed is limited to just 124mph to conserve battery life.

    Electrical energy is drawn from a bank of lithium ion batteries mounted behind the cabin in a space that, on production versions of the new R4, will be occupied by the engines. These are likely to include Audi’s 335bhp turbocharged 2.5-litre five-cylinder unit, which, Autocar has been told, could easily be packaged in the mid-engined slot.

    Weighing a total of 399kg, the mid-mounted batteries have a capacity of 45kWh, or 2.6kWh more than the earlier e-tron. Fully charged, the concept’s range is put at 155 miles. Recharging takes 11 hours on a 230V system but on a 400V system this figure drops to just two hours.

    As with the earlier R8-based e-tron, the R4-based version features an aluminium spaceframe to which Audi’s designers have attached body panels fashioned from carbonfibre-reinforced plastic. It’s an exotic combination that helps to provide the car with a kerb weight of just 1350kg, although at this stage it is unclear if the production version of the R4 will follow the same route.

    With much of the weight concentrated at the rear, weight distribution is put at 40 per cent front/60 per cent rear, giving the concept — in the words of Audi R&D boss Michael Dick — “all the driveability of a go-kart — agile and neutral right up to the limit”.


    Smiley SmileySmiley

    Re: Audi E-tron II (R4), future entry level Porsche?

    For those pondering whether the Audi R4 E-tron concept could share the its chassis with the next generation Porsche Cayman...


    2009 Porsche Cayman S...

    • Length          4,347mm
    • Width            1,801mm
    • Height           1,306mm
    • Wheelbase  2,415mm


    2010 Audi R4 E-tron Concept...

    • Length          3,930mm
    • Width            1,780mm
    • Height           1,220mm
    • Wheelbase  2,430mm it looks like this could indeed be a preview of a future Cayman chassis!


    Re: Audi E-tron II (R4), future entry level Porsche?

    Co-development starts at VW-Porsche...

    (16 July 2010)

    • Co-development begins between companies
    • Baby Boxster and R4 expected to be first product
    • Speculation on hybrids and electric cars

    The VW Group and Porsche have begun work on co-developing more new cars, a source has confirmed to What Car.

    The first product of the collaboration is widely expected to be a new 'baby' Porsche Boxster and the Audi R4. The two will share a new steel and aluminium platform, but have sharply different characters as they will be powered by different engines.

    The baby Boxster has been dubbed the Porsche 356, and would be mid-engined and rear-wheel drive. It could go on sale by 2012. Power would come from a new forced-induction flat-four engine that is currently under development.

    The Audi R4 mid-engined sports car would have the same layout, and likely look similar to the e-tron concept car that was also shown in 2009. Because of its light weight, reports suggest it could deliver sportscar performance even with a relatively small 1.4 turbocharged engine.

    Other projects the two sides are said to be working on together include the development of hybrid and electric vehicles.

    VW and Porsche merged last October, but even prior to their merger they shared development of the Touareg and Cayenne 4x4s – a programme that VW estimated saved it one-third of its development costs, and which gave Porsche its most profitable model.


    Smiley SmileySmiley



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