Audi Cancels R8 E-Tron Supercar After Disappointing Sales

It seemed like a good idea at first. A four motor all electric supercar with outstanding performance but no tailpipe emissions? Voila! Say hello to the Audi R8 e-Tron. The first concept version appeared at the 2009 Frankfurt auto show, where it created tremendous buzz. Remember, this was before Tesla became a household word and electric cars that didn’t ferry golfers around the links were still a novel idea.

In 2010, Audi’s R&D chief Michael Dick drove a a prototype of the car for a few laps of the Le Mans racing circuit but then nothing more was heard about it until 2 year later. That’s when Wolfgang Dürheimer, Dick’s successor, put the whole project on hold. Once again, nothing further was heard about the car until Audi’s superstar engineer Ulrich Hackenburg breathed new life into the program. That’s when the decision was made to make the car a version of the second generation Audi R8.

Hackenburg, it should be noted, disappeared without a trace from Audi and Volkswagen shortly after the VW diesel cheating scandal broke 13 months ago. Audi has always been the place where r&d took place for Volkswagen. The diesel cheating software most likely found its way to VW via Audi according to all reports. Hackenburg was the senior engineer at Audi and then he wasn’t. There has not been a whisper of his name since the scandal began.

Although the R8 e-Tron was back on track, interested buyers could find not trace of it on the company website. Dealers referred all inquiries to Audi headquarters. The car was priced at €1,000,000, assuming you could find out who to send your check to. How many were actually built? Less than 100 seems to be the best information anyone can find. “We could have built more than we did,” said an Audi representative, without saying how many actually were built.

The R8 e-tron was supposed to have 4 electric motors, one for each wheel. That would have made it a match for the equally ill fated Mercedes SLS AMG Coupé Electric Drive. But the complex 4 motor system was abandoned during development. Instead, the few production cars made had two electric motors driving the rear wheels only. The regular R8 features Audi’s iconic Quattro all wheel drive.

The R8 e-Tron is a victim of the rapid changes in electric car technology that have taken place over the past 7 years. Today, electric cars with 4 motors are still far from the norm. Only the Rimac Concept One qualifies for that honor and there are only 2 of those in existence. Audi has given up on the idea of an all electric halo sports car. Instead, it says its Q6 electric SUV with 300 miles of range is supposed to go into production sometime in 2018. In the meantime it is stuck with only the A3 Sportback e-Tron with its minimal range to hang its electric car hat on.

Audi may get around to making electric car eventually and they may even be fairly good automobiles once they get here. But like its fellow German automakers, Audi will have spotted Tesla a good 5 year lead by time their electric cars find their way into showrooms. Some think the proven ability of traditional automakers to pump out millions of cars once they set their mind to it will cancel out that advantage. “We’ll see,” said the Zen master.

Source: Car and Driver

A closer look at Audi’s new R8 e-tron EV and battery

The model line-up of the second generation of Audi’s high-performance R8 sports car, unveiled at the Geneva Motor Show earlier this year, includes the new R8 e-tron battery-electric vehicle. The new R8 e-tron delivers 340 kW (456 hp) of power; acceleration from 0 to 100 km/h (62.1 mph) in 3.9 seconds; and a driving range of up to 450 km (279.6 mi). Range for the first generation R8 e-tron was was 215 km (133.6 mi).

Available for order this year upon customer request, the new R8 e-tron uses a newly developed high energy density Li-ion technology optimized for a purely electric vehicle drive. Li-ion cell energy density was increased from 84 to 152 Wh/kg; in comparison to the first technology platform, the battery capacity has grown from 48.6 kWh to 90.2 kWh—without changing the package.

R8 Overview. Visually, the 4.40 meter (14.4 ft) long Audi R8 e-tron is recognizable by its unique lighting solutions on the air inlets, front apron and sideblades. Its exterior skin, painted in Magnetic Blue, combines body parts made of aluminum and carbon fiber reinforced polymer (CFRP), such as the front and rear lids.

The R8 e-tron Audi Space Frame (ASF) is based on the multimaterial design of the V10 version, which is extended by a rear body module made of CFRP. Despite its low weight, the corrugated bulkheads that conceal the luggage compartment can absorb a lot of energy in a rear-end collision.

With aerodynamic modifications to its cooling air inlet, rear spoiler, diffuser, underbody and sideblades, the drag coefficient (Cd) of the R8 e-tron is just 0.28.

The T-shaped Li-ion battery is structurally integrated in the middle tunnel and is mounted behind the occupant cell—this location offers a low center of gravity and an axle load distribution of 40:60 (front/rear). The liquid-cooled lithium-ion battery pack consists of 52 modules. Compared to the first e-tron technology platform, the energy capacity of the new 595 kg (1,311.8 lb) battery system was boosted from around 48.6 kWh to 90.3 kWh without requiring any package modifications.

The two electric motors on the rear axle each output 170 kW and 460 N·m (339.3 lb-ft) of torque—i.e., combined torque is a massive 920 N·m (678.6 lb-ft). The R8 e-tron, which weighs just 1,841 kg (4058.7 lb) empty (without driver) has an electronically governed top speed of 250 km/h (155.3 mph). Targeted Torque Vectoring—a need-based distribution of drive power between the rear wheels—gives the car maximum stability and dynamism.

Intelligent energy management and an electromechanical brake system at the rear axle ensure high rates of energy recuperation. The suspension springs consist of glass fiber reinforced polymer (GFRP), and the anti-roll bar is made of CFRP.

The R8 e-tron rides on aerodynamically optimized, high-gloss 19-inch aero wheels that were specially developed for this car. At the front axle, size 225/40R19 tires enable precise steering response. Size 275/40R19 tires transfer the torque of the electric motors to the road. The tires were specially developed for the requirements of an electric supercar, and they combine sporty driving properties with efficient rolling resistance values. Extremely sporty 20-inch wheels of the production R8 are available via the Audi Genuine Accessories program.

The R8 e-tron offers illuminated door sill trims, folding bucket seats and a specially configured Audi virtual cockpit. A heat pump removes waste heat from electrical components for thermal management and for interior climate control—an important efficiency module of the overall concept.

Audi also uses the latest development stage of the R8 e-tron as a high-tech laboratory—it also continues to play an important role in developing electric mobility of the future.

The R8 e-tron will be produced in the small-scale production facility of quattro GmbH at the Audi Neckarsulm site in the Böllinger Höfe.

The battery. The new battery cells are primarily responsible for the new performance and driving range of the Audi R8 e-tron. Audi has systematically adapted its high-voltage battery system to the specific needs of electric cars; the primary focus was on achieving an optimal ratio between power and energy.

In developing the high-voltage battery, Audi followed the principle of maximum flexibility without losing sight of synergies in electrification. The flexible cell module concept allows Audi to be situated for future market developments, while the modular concept also enables Volkswagen Group-wide use across different car models.

The battery operates with 385 volts of nominal voltage. The T-shaped battery system measures 235 cm (92.5 in) long, 136 cm (53.5 in) wide and 70 cm (27.6 in) high, including the junction box on the cross-bar of the “T”. This junction box is responsible for monitoring, switching and transmitting an electrical current of more than 1,200 amperes. The highly complex battery system consists of more than 10,000 individual parts.

The 7,488 cells are packed in 52 modules of 144 cells each. Each module weighs 7.8 kg (17.2 lb). They are arranged on two and five levels (“floors”) in the tunnel battery and in the rear battery. Aluminum plates separate the “floors” from one another while creating the supporting structure for the battery.

Coolant circulates in a cooling system of aluminum shells. In a crash, high-strength floor plates and impact plates redirect the crash forces into the multimaterial ASF (Audi Space Frame) of the R8 e-tron in a defined way.

The 595 kg (1311.8 lb) battery system is joined to the ASF with bolts in the middle tunnel and behind the occupant cell, making it an integral part of the vehicle structure. Its mounting position results in a low center of gravity and an axle load distribution of 40:60 (front/rear), which is ideal for a mid-engine sports car.

The Combo 2 charging interface of the Combined Charging System in the Audi R8 e-tron enables charging with AC or DC electricity. When charging with AC from an industrial electrical outlet with 7.2 kW of charging power, a full charge is reached in just around 12 hours.

Charging with DC electricity shortens the time to 95 minutes at a charging power of 50 kW. Audi is demonstrating charging equipment that can charge this battery system with up to 150 kW of charging power.

For the driver of the R8 e-tron, this means that a driving range of around 150 km (93.2 mi) can be attained after just 15 minutes of charging time. The customer can manage charging remotely as well, using a smartphone on which the customer has installed the relevant Audi connect app.

2015 Audi R8 e-tron prototype review

The Audi R8 e-tron is back from the dead and on its way to production. This first drive in a prototype gives an idea of what it'll be like

A good deal has changed since we last drove the Audi R8 e-tron, the car maker's all-electric sports car.

Having come close to limited production during the latter half of 2013, only to be cancelled at the final hour due to concerns over its less than dazzling range, the first generation of low-slung two-seater has now been extensively re-engineered under the watchful eye of Audi research and development boss, Ulrich Hackenberg.

Among the key developments, it now has new electric motors and a significantly larger battery that is claimed to more than double the distance it can travel between recharging 

Like all existing R8 e-tron developmental prototypes on the Audi test fleet right now, the example driven here continues to be based around the first-generation R8.

There are subtle exterior design changes including active air ducts that open at a predetermined speed, a flat underbody and an altered rear valance that help it to slip through the air with greater aerodynamic efficiency than petrol-engined versions of Ingolstadt’s performance flagship.  

Beneath the familiar bodywork, however, lurks the new electric driveline technology showcased on the new second-generation R8 e-tron wheeled out at last week’s Geneva motor show, including a patented welding process for the 52 battery modules.

Hackenberg says this was pioneered on the Volkswagen XL1 and is claimed to vastly improve the thermal properties of the 7488 individual lithium-ion cells mounted behind the cabin for greater energy saving.  

Adopting the same layout as the earlier R8 e-tron prototype we drove back in 2013, the new production version is driven by a pair of electric motors that act exclusively on the rear wheels.

However, while the original layout has been retained, each individual driveline component has been upgraded in a bid to provide the latest incarnation of Audi’s electric sports car with added performance and a far more practical range. 

What's it like?: 

The new electric motors, produced at parent company Volkswagen’s Kassel manufacturing plant in Germany, deliver a combined 456bhp (340kW), or some 80bhp (60kW) more than before. Torque has also increased by 74lb ft to a new peak of 679lb ft – all of which is unleashed the very moment your foot brushes the heavily sprung throttle.

To put this into some sort of perspective, the four-wheel-drive Tesla Model S P85D possesses 690bhp and 516lb ft. However, while the R8 e-tron is claimed to weigh 1840kg, the P85D tips the scales at a significantly more portly 2100kg.  

Drive from the e-tron's electric motors is channelled through a fixed-ratio gearbox. This has been modified to include a coasting function that sees the new Audi freewheel with minimal mechanical drag when you come off the throttle for extended periods – a function Hackenberg believes should have been included on the car from the outset.   

Whereas the earlier R8 e-tron drew its electric energy from a 48.6kWh lithium ion battery, the new one gets a much larger 91.0kWh unit. The cells it uses also operate at a higher 3.6 amperes compared with 3.2 amperes previously, giving the e-tron greater discharge ability for better accelerative performance.

As with the exterior, the e-tron's interior is based around the first-generation R8, albeit with a number of subtle changes. They include the instruments, which have been modified to reveal information relating to the electric driveline.

The standard electrically operated seats are also replaced by manually operated sports seats as part of a number of weight saving measures, including the use of carbonfibre in the otherwise aluminium body structure. The steering wheel adjusts for both rake and reach, so there is no problem finding a comfortable driving position.

To get underway you hit the starter button, draw the stubby gear lever back to 'D' and release the electronic hand brake, before gliding off. The throttle is quite heavily sprung, although it is linear in action and easily modulated in the first few degrees of travel, making the R8 e-tron easy to thread through urban traffic. Step-off performance is wonderfully muscular as the electric motors spool up.

There is a big red button within the centre console to activate a sound generator used to mimic the hum of the naturally aspirated 5.2-litre V10 direct-injection petrol engine used by the standard R8.

However, Hackenberg is not a fan of such frippery, preferring the distant whine of the electric motors and roar of the tyres on the bitumen to provide a sensation of speed, so it was turned off for our journey across Switzerland.   

Owing to the tall battery pack behind the seats and the fact that, subsequently, the rear window is blanked off, the e-tron has a 6.8-inch AMOLED monitor in place of a rear-view mirror. Inspired by the unit used on the R18 e-tron quattro Le Mans race car, it carries real-time video captured by a rear view camera.

It's a little odd at first but you soon become accustomed to its shallow depth of field. Whether or not it appears on the production car is up in the air right now, says Hackenberg.  

At posted limits, the R8 e-tron always feels to have plenty in reserve. At typical motorway speeds solid performance is just a fleeting nudge of the throttle away. A heavy dose of right foot sees the hi-tech two-seater accelerate with terrific force as the prodigious torque is doled out to each rear wheel.

The R8 e-tron may tip the scales at 1840kg but the inherent response and sharpness of its acceleration gives the impression that it weighs a lot less. Its longitudinal stability is also exemplary, making it a great proposition over longer distances.

Audi claims this latest incarnation of its electric sports car is good for 0-62mph in just 3.9sec. This is 0.7sec slower than the new 601bhp 5.2-litre R8 V10 Plus but, significantly, 0.3sec faster than the initial R8 e-tron prototype.

The top speed is currently limited to 124mph, although this is likely to be increased for the production car. What really grabs your attention, though, is the intensity of its rolling acceleration, particularly in the 50-80mph range, when you gun it.

There is an agreeable amount of feedback from the electro-mechanical steering system and superb traction thanks to the use of a torque vectoring system, that splits the drive between the individual rear wheels. The handling is satisfyingly neutral, too.

The R8 e-tron corners eagerly with responsive turn-in traits, impressive grip and outstanding body control. Predictably, given the car's weight, the ride is rather firm. However, there is sufficient wheel travel to ensure it never feels uncomfortable.

The driver can choose between a recuperation mode, in which kinetic energy produced under braking is stored in the battery, or a coasting mode, which disconnects drive between the electric motor and gearbox to provide a freewheeling effect on a trailing throttle.

Meanwhile, a raft of readouts within the instrument binnacle allows you to keep close tabs on energy consumption and the state of the battery charge.

On a run of 143 miles over urban streets, secondary roads and motorways, we used just three-quarters of the available electricity, averaging 19.9kWh per 100km (62 miles). At the end of the journey the range-to-empty readout was showing 70.2 miles, suggesting Audi’s revised 249-280 miles range claim is within reach.

Should I buy one?: 

You can't just yet. But although it's billed as a prototype, the R8 e-tron we drove on a variety of roads on the way to the Geneva motor show last week was exceptionally well engineered and boasted truly impressive levels of quality.

If it is a signal of what is to come, the production car that is planned for delivery by the end of the year should be one of the best built electric cars yet.

Audi R8 e-tron

Location Luzern, Switzerland; On sale end of 2015; Price tbc; Engine twin synchronous electric motor; Power 456bhp; Torque 679lb ft; Gearbox single spd, fixed ratio automatic; Kerb weight 1840kg; Top speed 124mph; 0-62mph 3.9sec; Range 249-280 miles; CO2 rating and tax band 0g/km/5% (from April 2015. 0% before)

2016 Audi R8 Debuts e-tron Model Offer 280 Mile Range

The 2016 Audi R8 debuted as the vanguard of the second generation of the highly successful German supercar. Though the new R8 design is anchored by a 5.2 liter V10 making 610 horsepower, the R8 e-tron can be special ordered with an all-electric drivetrain that’s almost as fast as the Tesla P85D.

There’s so much more to the 2016 Audi R8 though than just a choice of conventional or electric drivetrains. A new Audi Space Frame (AFS) combines aluminum and carbon fiber-reinforced plastics to form a high-strength, low-weight frame supporting this high-tech supercar. Greater use of low-weight materials enables a relatively svetel curb weight of just 3,205 pounds,down from as much as 3,847 pounds.

Lower weight means better fuel economy, and even the top-of-the-line 610 horsepower V10 manages to be about 10% more fuel efficient than the outgoing motor. Direct injection, start/stop, and even cylinder deactivation all contribute to a slightly less-thirsty car. There’s also a less-powerful version of the V10 available, to the tune of just 540 horsepower. The e-tron electric drivetrain makes just 456 horsepower in comparison, but the 679 lb-ft of torque of way more than either V10, which offer “only” 398 to 413 lb-ft of pulling power. Top speed is limited to either 130 or 155 MPH, and the R8 e-tron can zip from 0 to 62 MPH in just 3.9 seconds. That’s not quite as quick as either the Tesla P85D or the V10 powered R8, which Audi says can reach 62 MPH in just 3.2 seconds.

The real story here though is the claimed 280 miles of driving range. Audi says that it has nearly doubled the energy density of the original R8 e-tron battery pack from 84 Wh/kg to 154 Wh/kg, without increasing the size of the battery pack. Though at first glance this would appear to out-range the Tesla Model S with its maximum of 265 miles per charge, the European testing scale (which Audi’s claim is almost certainly based on) is much more generous in its range estimations. For example, the 82-mile Nissan LEAF here in the U.S. gets a 124-mile rating in the U.K.

Even so, the 2016 R8 e-tron becomes just the second production electric vehicle to offer more than 200 miles of driving range per charge. Sure, customers will have to special order one, and it will probably be hella-expensive (yes, hella), but given the will-they-won’t-they song and dance Audi put us through, I’m just happy the R8 e-tron exists at all.