Audi e-tron S Sportback 2021 - NEW STANDARD??

For ultimate EV performance, it's no longer sufficient for a brand to merely give its electric vehicle a drive motor on the front axle to add to the one at the back. As Audi's two e-tron S models show, ideally you'd want three motors. The result is more power, more grip and better handling. It's all good. Audi performance cars have carried the S badge since the 100 model-based S4 in the early 90s, but this is the first time it's crossed the divide into the brand's growing family of electrified e-tron models. Here, it signals a groundbreaking precedent in volume production, this e-tron S Sportback model and its e-tron S Stablemate being the market's first EVs to use three electric drive motors, one at the front and two at the rear. The result, predictably, is explosive performance. Even more significantly, having two motors on the rear axle has allowed Audi to further reinvent the EV version of its quattro four-wheel drive system, drive at speed, able to switch not only from front to rear but between each of the back wheels, so grip and traction are never in doubt. Audi reckons that this system sets a fresh standard for the way that a big EV can handle and it provides it in both standard SUV and, as in this case, in Sportback versions of its large luxury e-tron crossover model. So let's put it to the test. It's been over 40 years since Audi redefined performance driving with its quattro all-wheel drive system. With the e-tron S models, you could argue that the brand has redefined it once again for a very different era. The motor industry survived for over a century in its combustion period with only one vehicular power source for its products. EV motoring is only just about entering its second decade and already we have a car with three in the form of the top e-tron S Sportback performance variant that we're trying here. It's the world's first electric vehicle to use three drive motors. The larger electric motor that on a conventional e-tron Sportback sits at the rear has here been moved to the front and that frees up space for two smaller motors to sit on the back axle, allowing torque vectoring and fully variable torque distribution between the rear wheels for what should be a considerably enhanced cornering ability. And so it proves even the standard e-tron Sportback models corner better than you might expect such a prodigiously heavy SUV to be able to do and that's thanks to low battery placement on the car's modified MLB platform and a consequently low center of gravity. The electrified quattro system on those standard models works well too. It seamlessly shunts drive from front to rear in a manner that'll give you real confidence through fast sweeping turns. Not quite as much as you'll get with a competing Jaguar I-Pace though. This three motor S model though takes things to another level. The difference here is that you get real confidence through tighter twistier turns and that's thanks to the electronic torque vectoring system's ability to individually control the amount of drive fed to each individual rear wheel with pinpoint accuracy. That's based on the grip and load active on either side of the car as you drive through each corner. It's sort of like a mechanical limited-slip differential except that here there's nothing except software linking the two rear motors and they respond up to 25% quicker. While all this is going on, wheel selective torque control on the front axle uses the discs and pads to gently brake the inside front wheel as you turn and that further helps to rotate the car into the turn as the rear tires edge towards their limit. The whole setup apparently allows for a very un-EV like lurid oversteer on a circuit but for fast road use the traction it provides is genuinely astonishing. When we first tried the rather flat-footed SUV version of this e-tron model back in 2019 we'd never have believed that a version of the same car could be made to handle like this. As promised a fresh standard has been set for EV dynamics here. The only disappointment as with the more ordinary e-tron sportback models lies with the relative lack of steering feel. That's a familiar Audi issue although the variable ratio progressive rack is certainly accurate. If only that gave you the same confidence as the drive system what a car this would be. Extra motor power in this S model means the higher output of course up to 435 PS with 808 newton meters of torque or with the S mode engaged for overtaking 503 PS and that's a thumping 973 newton meters of torque. It's enough to simply hurl this Audi at the horizon. 62 from rest is recorded at 4.5 seconds but it feels quicker than that because the pulling power is so instant it tails off only if you edge close to the 130 mph maximum. Drive more sensibly and a claimed range of up to 236 miles is supposed to be possible. Again that's distinctly on the modest side. Something like a Tesla Model S Plaid is even faster than this top Audi but it still manages to deliver another 154 miles of range. Still if you can make the drive range and the flaky public charging infrastructure work for you then there's no reason why this e-tron sportback wouldn't too. As with the more conventional Audi models it isn't best in class in every particular area but it's there or thereabouts in enough of them to an extent that creates a very complete product indeed. Especially if you can stretch up to this S model it's good enough to reassure us that contrary to expectations driving enthusiasts really do have something to look forward to in this new EV era after all. In this S specification form the e-tron sportback sets itself apart with key silver trimming features most notably for this S specific front bumper which features that color for the spoiler lip and for the air intake surrounds. As with the ordinary version of this model there is this huge octagonal single frame grille with lower e-tron branding and that's flanked by LED headlights which on request can as here feature the company's latest digital matrix technology with its movie style animations. In profile more S specific silver trimming features for the side sills and the door mirror housings. Nice touches include the optional virtual mirrors L-shaped pods which protrude on aerodynamic stalks replacing the ordinary door mirrors and also the inclusion of charging flaps on both sides of the car behind the front wheel arches. They feature copper themed e-tron branding and they neatly open with a push of a button. And of course there are big wheels on this S model. They sit in arches that are 23 millimeters wider so that they can accommodate the massive 22 inch rims on request. We have the 21 inch 5 y-spoke rotor gloss anthracite black diamond cut sport alloys here. At the rear where there's model specific badging the upper edge of the bumper and the lower diffuser both gain more striking silver finishing with S trim. This potent looking diffuser stretches the width of the underside with a distinctive design signature that's intended to draw the eye to the absence of exhaust pipes. All the underpinnings here of course are shared with an ordinary boxy e-tron SUV and that means that unlike Audi's smaller or larger electric vehicles there's no EV specific chassis but instead there's a large models now use. Enough with the outside let's take a look in the cabin. Inside this S model is set apart by these Valcona leather trimmed super sport seats with their diamond stitching and S embossing and by little touches like the S embossing on the gear shifter, the illuminated S branded door sill scuff plates and by a subtle red surround for the stop start button. There's a race style flat bottom steering wheel tube through which you view a 12.3 inch virtual cockpit instrument binnacle screen upgraded to plus status which means you can select a more focused extra e-tron sport single dial layout. Otherwise everything's exactly as it would be on any other e-tron or e-tron sport back large SUV which means you get two central MMI touch response displays that blend into vast swathes of piano black trim. The seats are superbly comfortable and they position you fairly loftily and that's one of the reasons why forward vision is excellent and there's plenty of interior storage including this central open sided compartment between the seats which is intended to have the feel of a light sleek sculpture. It's unusual much like the gear shifter that we mentioned earlier on which is operated by a hand rest which appears to float above the console and is activated by a one touch action conducted either with the thumb or the index finger. Okay let's take a seat in the rear. This sportback's 20 millimetre reduction in ceiling height might bother you if you're a six footer. Your head will be brushing this immaculately crafted roof liner but otherwise it feels pretty spacious back here. We'll finish with a look at cargo space. Now there is a compartment under the bonnet but since that's only 60 litres in size we'll ignore it and focus on the boot area. You get a powered tailgate of course which rises to reveal a 555 litre luggage bay for this sportback body shape which is 45 litres less than the ordinary boxier e-tron SUV body shape can offer. There's also a useful underfloor storage area. Fold down the rear bench which folds conveniently in a 40-20-40 split and 1595 litres of capacity is freed up. That's 60 litres less than the ordinary e-tron SUV body shape. The e-tron S models command the premium of around £9,000 over comparable two motor S line equipped e-tron 55 quattro variants in the standard range. At the time of this test that meant a starting price for the e-tron S quattro with the conventional SUV body shape of around £87,000. You'll need around £1,800 more for this sleeker sportback body style. Either way that gets you standard e-tron S trim. You'll need another £15,000 with either body shape for plusher Vorsprung spec. As for rivals to this e-tron S sportback, well there aren't any other three motor EV models in the segment but there are plenty that you might be tempted by. The money being asked here is about £6,000 more than a Tesla Model S in base long range spec and about £10,000 more than a Porsche Taycan Sport Turismo. We'd also want to look at the top version of BMW's iX model, the xDrive50, which only costs about £3,000 more than this e-tron S sportback while offering around 130 miles more driving range. If you'd be as happy with a super sport saloon as with a coupe SUV then you'll want to know that this e-tron S sportback costs nearly £10,000 more than Audi's alternative super sports EV model in this segment, the four-door e-tron GT Quattro. That's a car which offers up to 27 horsepower more power. The competition's tough which means that this car needs to be well equipped and of course it is. The standard e-tron S model gets you pretty much everything that's included with mid-range S line trim on the standard e-tron models and that includes matrix LED headlamps and all the silver themed extra exterior updates that we briefed you on already in our design section, plus the further addition of 21 inch wheels with a special S design, also super sport seats with diamond stitching, four corner air suspension with an electronic shock absorption control system and also an Audi beam plus feature which projects the e-tron brand name onto the ground when you open the front door at night. If you want more equipment, Audi offers a top e-tron S sportback Vorsprung model which gets unique five-arm interference design, titanium grey, Audi sport wheels and a panoramic roof, plus Audi's uber clever digital matrix lights which tailor their beam to different types of driving and which include enhanced light animations that can be customized. Inside there's a Bang & Olufsen sound system, a head-up display, a heated steering wheel, there's powered door closure and the multi-colored extended LED interior lighting pack. Rear seat folk, they're looked after with a four zone deluxe automatic climate control system and heated seats. As for safety kit, well like all e-tron models, this one gets the Audi pre-sense front and basic autonomous braking system, plus lane departure warning, distance warning, high beam assist and rest recommendation. Now should the worst happen and you have a crash which activates the airbags, then a standard Audi connect safety and service feature will automatically alert the emergency services with your exact GPS location. Vorsprung trim further includes Audi's city assist pack, that includes five main elements, side assist which is basically a blind spot monitor, cross traffic assist front which warns of dangerous cross traffic movements at junctions, cross traffic assist rear, now that warns you of oncoming traffic when you're reversing out of a space, there's also pre-sense rear, now this warns you if you're just about to be hit from behind and exit warning which warns the driver of potential dangers of traffic approaching from the rear when a door is open. Vorsprung trim also includes Audi's tour pack which is optional on this standard model and which includes six further camera features. Arguably the cleverest part of that package is adaptive cruise assist which uses a radar sensor, a laser scanner, a front camera and ultrasonic sensors all networked together to permanently monitor your e-tron surroundings. Drawing on feedback from these systems plus local speed restrictions and navigation data, adaptive cruise assist works with an integrated predictive efficiency assistant to proactively control acceleration, braking, lane positioning and distance to the vehicle in front. There are four other tour pack features, traffic sign recognition, turn assist which detects approaching vehicles at junctions when the turn indicators are activated, a collision avoidance assistant and an emergency assist feature which is able to autonomously bring the car to a safe and controlled stop if you don't respond to repeated warnings about your drifting out of lane as might be the case for example if you were suddenly being taken ill at the wheel. This e-tron s sportback's 95 kilowatt hour battery has a wltp rated range of between 215 and 236 miles. It's worth mentioning that this is 62 miles less than the other luxury sports ev model that Audi offers in this segment. The slightly less expensive e-tron gt quattro which uses the same battery pack. For the boxier suv e-tron s body shape the figure is wltp rated between 213 and 232 miles. Replenishing such a high energy capacity battery isn't for the faint-hearted you'd need 42 hours to do it from a domestic three-pin plug. A 7 kilowatt garage wall box would do the job in 14 hours, you could reduce that figure to 8.9 hours with an 11 kilowatt wall box. A 50 kilowatt public point would take this e-tron sportback's battery from 20 capacity to 80 in 70 minutes and if you were fortunate enough to find a 150 kilowatt public charging point that would enable up to 95 percent of battery capacity to be replenished in only 50 minutes or 80 in just 30 minutes. The brand has its own charging network the e-tron charging service which across Europe provides access to over 120,000 charging points throughout 21 countries. This provides subscribers with one RFID payment card accepted at a vast number of charge points operated by 18 suppliers across the UK and right across Europe and it offers two fixed price charging tariffs. Audi has also partnered with Shell, Ford, the BMW group and other VW group brands to create Ionity, a joint venture aimed at establishing a European high power charging network. At the time of this test there were around 400 Ionity quick charge stations across the main traffic arteries in Europe. For pan-European motoring you'll want to have an account with these because at the time of this test the pay-as-you-go rate was a hefty 69 pence per kilowatt. To begin with you'll need a card to unlock the charging points but shortly technology will be introduced that'll allow your e-tron sportback to authorise itself and to remotely unlock the charging station. The brand's myAudi app allows you to manage all charging processes remotely. These include checking the battery and range status, starting the charge process, programming timers and displaying driving statistics. You can also use the app to preheat or pre-cool the car prior to departure so you don't have to use battery power doing that once you're underway. A particularly proactive way of increasing the distance that you can travel in this car between charges lies in the effective use of its various braking regeneration options which Audi reckons are the most efficient on the market. Not everyone likes the way that aggressive brake regeneration can virtually bring the car to a stop all on its own which is why you can turn this feature off or dial it back. The central screen's efficiency assist section allows you to switch between automatic and manual brake recuperation. When the whole setup's working to its max it really does make a big difference reclaiming spent energy as you cruise, slow or stop. When the regeneration system's fully active and you take your foot off the accelerator the electric motors work in reverse they become generators of electricity to recharge the battery. In fact on a hilly road with regeneration set to the max it's possible to gain as much as 70% of the energy used going uphill through regenerative braking on the way down. We like that stat. What else might you need to know? Well probably that for company car users electric vehicles offer potentially huge tax savings because they fall into base VED band A and they will attract just one percent of benefiting car and company car taxation in the 2021 to 2022 tax year and two percent in each of the following years. There's no VED road tax to pay either and you'll also possibly be interested in the fact that as an EV vehicle owner you'll be exempt from the London congestion charge too. As for ownership peace of mind, well you're limited to the usual unremarkable three year and 60,000 mile Audi warranty. You can extend that to five years at extra cost but you shouldn't have to. The battery is covered by its own eight year 100,000 mile warranty the same as Jaguar offers but slightly inferior to Tesla's deal which covers the battery for eight years with unlimited mileage. Maintenance is obviously more straightforward than it would be for a combustion engine model. An electric vehicle does after all have 20% fewer moving parts. There's no fuel tank, there's no exhaust system and there's obviously no internal combustion engine. You wouldn't think that though to look at the service intervals needed here every 20,000 miles or every two years. Still a Jaguar I-PACE is much the same that needs a garage visit every 21,000 miles. As usual it'll probably be sensible to consider one of the Audi service plans. Those will cover you for virtually everything in advance. There are four plans available ranging from two years and 18,000 miles to four years and 36,000 miles. Insurance is the top of the shop group 50e though. Brokers it seems don't like electric cars. Still the news is reasonably positive when it comes to residual values. According to industry experts CAP an e-tron s sportback will still be worth 46% of its original value or 40,300 pounds after three years or 30,000 miles of use. Direct rivals struggle to match that kind of showing and as a result an e-tron should be very cost effective to lease for company or private drivers. So what's the bottom line here? Well having a twin motor system on the rear axle and a single motor up front doesn't just deliver huge performance and impressive traction, it also significantly enhances the fine level of control that can be used to thread this e-tron model through a series of corners at speed and that delivers a level of agility that you simply wouldn't expect from anything this big and heavy. It's difficult to think of another large EV more in need of this kind of dynamic enhancement than the standard Audi e-tron and e-tron sportback models which in their more straightforward forms can feel a little flat-footed compared to rivals. The S models though they're very different. Don't choose the ordinary version without trying this one. It's as simple as that.