2019 Audi e-tron

There are electric cars, and then there are electric luxury SUVs. Previously, only the Jaguar I-Pace and the Tesla Model X qualified for the latter category. Now you can add the 2019 Audi e-tron to that short but growing list. The Mercedes-Benz EQC will make it a foursome when it lands on our shores later this year.

We previously sampled a European-spec e-tron months ago in Abu Dhabi. This time around, we drove a U.S.-production example on home soil. It's not just the roads and certain e-tron details that differ here. Audi has also released critical details about the charging equipment that supports its new EV at home and on the road here in the USA.

We also now know that a full battery is good for an EPA-certified range of 204 miles. That is less than what the Jaguar and the Tesla provide. But based on our experience of living with a wide variety of electric vehicles for a year or more, we think 204 miles is plenty. The e-tron also comes with a no-compromise approach to passenger comfort and is supported by some clever engineering decisions that speed up charging. This electric-powered luxury SUV deserves your attention.

A Real SUV

The e-tron is bigger than Audi's Q5 but a little smaller than the Q8. The cabin is trimmed in premium materials, and the driver enjoys a clear sense of control thanks to the easily configurable driving position, head-up display and digital gauge cluster (Audi's Virtual Cockpit). We're not huge fans of how Audi mounted the all-touch MMI screens low on the dash. They're down out of the driver's line of sight, but we like certain e-tron-specific tweaks. For instance, there's a dynamic ring display on the navigation map that illustrates how far you can go in any direction. And if you input a destination, the e-tron will fine-tune your range to account for speed, traffic, topography and known weather along your route.

The seats are substantial and nicely padded, and the front ones are heated, cooled and massaging. Air-conditioning systems in electric vehicles are notoriously tepid, but the e-tron's gets down to business quickly. It has four distinct zones, so outboard rear passengers can set their temperature and manipulate both center and outboard vents. Head- and legroom are here in abundance, and the rear legroom is especially generous when compared to its electrified competition. Rear toe room can get tight if the front seat is lowered to the deck, but that's about it. Those who plan to fit child seats will appreciate not only the space but also the easily accessed seat anchors.

On the spec sheet, the e-tron's cargo hold is good for 28.5 cubic feet, which is 3.2 cubes more than the I-Pace's. The difference feels substantially bigger because the load deck is broader and deeper. A single carry-on suitcase will look lonely back there, and we figure you could easily add in five more just like it. If you lower the 60/40-split rear seats, you'll have 57 cubic feet at your disposal.

The e-tron's standard roof rails accept attachments to carry items such as bicycles, a kayak or general cargo. You can also tow up to 4,000 pounds. But we'll note that our experience with using a Model X for towing left such a bad taste in our mouths that we suggest you stick with gasoline if you tow any distance. Until we conduct a test that convinces us otherwise, consider the hitch, which is an accessory anyway, to be a mount for a bike rack and leave it at that.

Dual-Motor Quattro Electric Drive

The e-tron is an all-wheel-drive machine. But its version of Audi Quattro is fundamentally different than what you'll find in other Audis because the separate motors power the front and rear axles. The only connection between them is software. The rear motor is slightly larger than the front. On level ground, propulsion is divvied up 80% rear and 20% front. The bias shifts toward a more even split as you accelerate. When you're driving around a turn, the system applies additional oomph to the inside tire to help pull the car into corners.

A standard air suspension makes the ride impressively comfortable. The drivetrain emits a purr of gear noise under load, but the cabin is otherwise admirably silent even compared to other electric cars. Audi has not scrimped on sound insulation, and the Prestige trim we drove had dual-laminate glass. There's little wind noise, and you'll only hear the tires when driving on cracked concrete or coarse winter-damaged asphalt.

The steering is a bit vague when you're cruising on the highway, but the feel improves considerably when you drive through long corners or sweeping bends. In these situations, the e-tron is exceptionally well-balanced and steady. It also doesn't lean much thanks to the floor-mounted battery pack that contributes to the vehicle's low center of gravity. Making very tight turns can break the spell, however. This is a heavy machine.

Acceleration is smooth and robust, and it can be downright quick if you literally floor the throttle. In most drive modes, the two motors conspire to produce 355 horsepower. But if you put the e-tron in Sport mode and mash the pedal into the kickdown switch, the powertrain is capable of an 8-second, 402-horsepower boost mode. This direct-drive machine has no transmission to kick down, but the way the e-tron triggers boost mode gives you the same feeling.

Many electric cars are quickest on their first pass down a drag strip but have difficulty repeating the trick because their motors get hot and lose performance. The e-tron's motors are shot through with liquid cooling passages, and that allows them to maintain optimum performance even under load. Audi claims the e-tron can get to 60 mph in 5.5 seconds, which we don't doubt, and the company also says that heat won't start affecting boost mode unless you utilize it 10 times in a row.

That Braking Thing

Pressing the throttle turns electricity into motion, of course, and easing off the throttle can do the opposite. This regenerative braking is able to handle most deceleration needs, and it greatly reduces wear and extends the life of traditional braking components.

Like other EVs, the e-tron is a brake-by-wire machine that examines the urgency of your brake pedal input and decides whether to use regenerative braking or the traditional brakes. But its brake pedal engagement is very touchy, so it takes some effort to brake smoothly.

We've grown to love the easy-driving feel of EVs that also deliver strong brake regeneration as you lift off the throttle pedal, but the e-tron doesn't do this well. The "manual energy recuperation" mode allows you to prioritize lift-throttle regeneration in this way, but the maximum setting is far too weak (by half, at least) to enable anything like one-pedal driving. It's a pity because this transformative EV trait delivers clear benefits in cars that do it well.

Range and Home Charging

Audi rates the e-tron's battery at 95 kilowatt-hours of capacity. That isn't small, but its usable capacity of 83.6 kWh is 88% of that total. The I-Pace, by comparison, uses 94% of its 90-kWh battery's capacity. Audi's more conservative approach is meant to give its battery better long-term health and resilience, but it does reduce the available range.

Those who fret over 204 miles have probably never owned an electric car and are still thinking in terms of gasoline and their dislike for stopping to refuel even once a week. Let's agree that if you can afford the e-tron's $75,795 base price, you have a home, not an apartment — and probably a second car. The range discussion then revolves around a different question: How many miles do you drive in a typical day? Most people will say 30 to 50 miles.

Per-day thinking is needed because you'll charge at night in your driveway or garage. It'll be full every morning and you'll never have to visit a gas station or even a public charging station. Audi makes it easy to set yourself up for this because the included cord has swappable plug ends. Most notably, there's a NEMA 14-50 plug, which is the style that's used to connect big motorhomes to 240-volt, 40-amp shore power. Any certified electrician can install the matching socket. If you're not one and are uncertain how to proceed, Audi has partnered with Amazon Home Services to streamline this process.

The e-tron's 9.6-kW onboard charger is sized to take in all the juice a NEMA 14-50 has to offer, at which point you're charging faster than a Level 2 public station. An average user should be able to replace a typical day's driving in a couple of hours. If you drive more than average, well, you've got all night. An empty-to-full charge, which isn't a thing, takes over 10 hours at a public station but closer to nine hours on a properly wired NEMA 14-50 setup. The Jaguar I-Pace and Mercedes-Benz EQC don't gain any advantage from NEMA 14-50 charging because they only have 7.2-kW onboard chargers.

Road Tripping

Tesla's Supercharger network has been the only Level 3 fast-charging network that enabled long-distance EV travel. DC fast chargers exist for other cars, and you can use them by connecting with the e-tron's SAE Combo port. But existing DC fast chargers aren't as fast as a Supercharger, and they aren't laid out in any coordinated way. Coming to the rescue is the Electrify America (EA) network with its funding secured by the Volkswagen Group as part of its penance for the diesel emissions scandal.

Most EA stations are good for a charge rate of 150 kW, and the e-tron doubles down on this advantage with a comprehensive battery cooling system that allows the vehicle to sustain that 150-kW pace out to 80% full, which is unprecedented. Tesla vehicles currently charge no faster than 120 kW, and our various Tesla test cars have typically rolled off much sooner, beginning near the half-full point. What's more, Superchargers split their output when two Teslas are charging side by side. EA chargers don't.

Audi says it takes just 30 minutes to get from zero to 80% at an EA station, but you'll never arrive stone-empty. The typical pattern we've seen in Tesla cross-country drives amounts to arrival at 15% and departure at 75%. That'd take between 20 and 25 minutes in an e-tron at the 150-kW stations that EA is currently stringing across the country.

No Need to Wait

The e-tron is available for purchase right now. The base Premium Plus goes for $75,795 with destination charges included. The Prestige will set you back $82,795. These prices include 1,000 kWh of EA station credit, which equates to about 2,200 miles' worth of driving. Both are eligible for a tax credit of $7,500, and that makes the theoretical price very similar to that of an Audi Q8.

For that you get a legitimately luxurious and spacious five-passenger SUV that just happens to be powered by electricity. And don't fret too much about the 204-mile range. Charging every night after a day's driving represents your base needs, and the location of fast-charge stations will always determine where you'll stop on a road trip. And if the idea of road-tripping an EV still makes you nervous, you can always take your second car.

We're in a pivotal moment in automotive history. Driverless vehicles are looming on the horizon, and there has been a growing focus on electric propulsion. Although it remains unclear when autonomous cars will find their foothold, nearly every manufacturer has some manner of hybrid or fully electric vehicle in their portfolios.

This spring, the 2019 Audi e-tron joins the small but rapidly expanding list of EVs. This luxury SUV will battle for wealthy shoppers' attention against the Tesla Model X, Jaguar I-Pace and forthcoming Mercedes-Benz EQC. We traveled to oil-rich Abu Dhabi in the United Arab Emirates to see where it fits in amongst this exclusive club.

e-tron Pricing

Prices start at $75,795 (including destination) for the entry-level Premium Plus trim. Its features include LED matrix headlights, an adaptive air suspension, a surround-view camera, a wireless phone charger, and heated and cooled front seats. The range-topping Prestige trim costs $82,795 and adds items such as a head-up display, some automated driving assistance, a traffic sign reader, power door closers, dual-pane acoustic front windows, front-seat massage functions and leather upholstery.

Regardless of which trim you select, all Audi e-tron models have a 95-kilowatt-hour battery pack that is estimated to return 248 miles of range, according to new European testing procedures. (The EPA's ratings are more conservative, so expect a lower range when the e-tron goes on sale in the U.S.) Turning the wheels are two electric motors, one for each axle. Combined, they have a peak output of 402 horsepower and 490 pound-feet of torque.

Just as important as how much power the system generates is how energy is replaced. New e-tron owners enjoy a complimentary 1,000 kWh of charging on the Electrify America network. These charge stations are sprouting up across the country and look to overshadow Tesla's Supercharger network. In select Electrify America locations, 150-kW fast chargers will be on hand to replenish 80 percent of the e-tron's battery in 30 minutes.

For more regular charging, a partnership with Amazon streamlines the purchase and installation process of a Level 2 charger in your home. It brings a welcome transparency to pricing and comes with the assurance of satisfaction that Amazon is renowned for.

Electrons Feeding Neurons

Audi estimates the 2019 e-tron will accelerate to 60 mph in 5.5 seconds. That's a second slower than the Jaguar I-Pace and 2 seconds slower than the Tesla Model X P95D. Despite these comparisons, we certainly wouldn't consider the e-tron slow. It launches up highway on-ramps with the kind of impressive immediacy that we expect from EVs. The power delivery is as smooth and linear as a dimmer switch.

What we found notable, however, was how the e-tron scrubs off speed. The brakes feel natural, which is often a rarity among hybrids and EVs. A good portion of the brake pedal stroke engages the energy recovery system, generating power to recharge the battery. It's not until you get harder on the brakes do the actual brake pads press into the rotors. From the driver's point of view, it's seamless.

The driver also has three levels of energy recuperation that are selectable via the paddles flanking the steering wheel. At the lowest setting, the vehicle will coast longer when you lift your foot off the accelerator. At the highest setting, you get much more pronounced deceleration and, thus, more energy recovery. In this manner, the paddles operate much like those found on non-electric vehicles, but they feel as though you're shifting in half-gear increments.

Thanks to the battery pack in the floor of the car, keeping the center of gravity low, handling performance is much better than you'd expect from an SUV. It also doesn't hurt that the suspension tuning keeps the e-tron solidly planted on the pavement. The standard air suspension also varies the ride height by as much as 3 inches between Dynamic, Comfort and Off-Road settings.

With its combination of authoritative power, natural brake feel, high handling limits and precise steering, the Audi e-tron is sporty and entertaining to drive up or down a serpentine mountain pass. It's an impressive feat when you take into account that it's also much more capable off pavement than rivals.

The Strong, Silent Type

One thing that stands out once you're driving the Audi e-tron is what's missing: noise. It's remarkably quiet on the highway, more so than other EVs. Typically in electric cars, the absence of an engine makes road and wind noise more noticeable, even though the cabin is quieter. Audi's inclusion of more sound insulation and dual-pane front windows is a big contributor to the cabin's serenity. But so is a big omission.

Our e-tron test vehicle had no sideview mirrors. Instead, there were narrow stalks that contained cameras. The lack of conventional mirrors can reduce wind noise as well as wind resistance, but these high-tech virtual mirrors will not be available in the U.S.

For that, we're glad. Despite the reduced wind noise, the camera displays are mounted awkwardly low on the door, and there's a lack of depth perception, which is critical to gauge the distance of objects in the mirror. There's no fear of missing out here.

The quietness contributes to an already enjoyable cabin. The front seats are shaped and cushioned for comfort over long distances. And the same can be said for the rear seats; there's a wealth of space for taller adults back there. Even though the e-tron has sporty driving dynamics, ride quality doesn't suffer. It's as smooth over bumps as any other luxury SUV of this size.

Accolades for the e-tron's convenience and utility continue to pour in. There is 28.5 cubic feet of cargo space behind the rear seats, and when folded, that area expands to 57 cubic feet. Since there's no need for a fuel tank, a deep bin resides under the cargo floor. The lack of a gas engine also allows for a shallow 2-cubic-foot bin under the hood, making for an excellent place to store charging cables.

Technology, for Better or Worse

Like the A6, A7 and A8 sedans from Audi, the e-tron uses the brand's latest infotainment system. It's packed with features and has tack-sharp graphics and very quick responses, but the interface is a drawback. In a move that has us imagining the stylists won out over the engineers, the new system looks great but is not easy to operate.

The previous system had its main screen mounted atop the dash within the driver's sightlines. And it was controlled via a dial placed right where your hand would rest. The new touchscreen is now mounted much lower on the dash. And the dial is gone, making the system much more distracting to use since you have to take your eyes off the road to execute simple functions. The substitution of physical buttons for a secondary touchscreen below the main display doesn't help matters.

We like when technology enhances safety and usability, but this new interface tends to complicate matters rather than simplify. That said, we don't think it's a deal-breaker.

Amped Up for Its Arrival

Pitted against its primary competitors, the 2019 Audi e-tron enjoys a number of advantages. The Jaguar I-Pace slots in somewhere between a wagon and an SUV, which means it has a slightly smaller cargo area and rear passenger space. The Jag's infotainment system is prone to some infuriating glitches, too. The Tesla Model X in its base 75D trim nearly matches the price of the e-tron in Prestige trim, and it isn't that much quicker. To get the stunning performance that Tesla is associated with, you'd have to upgrade to the much pricier P100 and P100D versions. The Tesla's cargo space is also smaller than the e-tron's, and the rear seats don't fold flat. Then there are numerous issues with the vertically opening rear doors that tend to impede seat access and prevent the mounting of roof racks and storage pods. As witnessed by our long-term test, the Model X also comes up short in regard to build quality and reliability.

For these reasons, we'd suggest waiting a few months for the 2019 Audi e-tron if you're considering any of these vehicles. Our initial impressions are very favorable, and we don't expect that opinion to change when we have an opportunity to give it a more thorough evaluation. In terms of price, performance, features and comfort, the e-tron may be the one to beat.

Audi has given us our best look yet at the 2019 e-tron, an all-electric SUV that heralds the future of the brand. With rapid charging, a massive battery, and more tech than you can shake a stick at (although less tech than the e-tron will get overseas), this new Audi sounds ultra-futuristic. But, bucking the trend set by competitors, Audi has decided to give the e-tron a familiar face.

Mercedes-Benz with the EQC and Jaguar with the I-Pace have opted for new looks to set their electric products apart. Audi is betting that buyers will gravitate toward the familiar, so the automaker's launching an EV that won't stand out next to a Q3 or a Q5. But that doesn't mean the e-tron isn't packed with new features and ideas.

Familiar, But Not Too Familiar

Indeed, the e-tron is far more than a Q5 with a battery pack. It's nearly 10 inches longer, in fact, with a slightly wider track and a generous 115.1-inch wheelbase. (The Q5 measures 111 inches between the wheels.) Without the need to compromise the e-tron's silhouette to accommodate a traditional powertrain, designers worked on honing the vehicle's overall proportions while keeping it recognizably an SUV. The shape is slippery, too, pairing with tricks such as active shutters to yield a reduced coefficient of drag compared to the Q5.

Inside, the cabin is airier and more open than what you'll find in a typical luxury crossover. There's plenty of exposed space where big lumps of machinery would have to go in a traditional car, giving the e-tron's interior a floating, almost industrial look that makes a much stronger statement than the exterior.

The e-tron's designers also focused on providing SUV-grade versatility. Audi promises the e-tron will comfortably seat five adults, with a more usable center rear seat thanks to the absence of a transmission tunnel. Behind the second row, you'll find 28.5 cubic feet of cargo space, expanding up to 57 cubes with the rear seat folded. That handily beats both the I-Pace and EQC, and it puts the e-tron on par with some conventionally powered small crossovers.

Can't Have It All

In keeping with Audi's latest products, the e-tron will offer the company's dual-touchscreen infotainment system. This pairs a 10.1-inch and an 8.6-inch display to handle all infotainment features and vehicle settings, including climate controls. It makes for a very clean, modern look, and although our experience with this setup has been limited so far, we've found it quite usable. There's also a 4G LTE data connection and a Wi-Fi hotspot, along with navigation and smartphone integration.

What the e-tron won't have, in U.S. guise, are digital side mirrors. Overseas, the e-tron will sport cameras in place of side mirrors, with screens built into the doors. These cameras have a smaller cross section than traditional mirrors, reducing drag and generating less wind noise. Unfortunately, they're not yet legal in the U.S., so we'll be getting regular mirrors. What a drag.

Hard Charging

While we don't have official horsepower numbers yet, Audi says that 60 mph should arrive in 5.5 seconds for the e-tron. That's not shabby, but it is a second slower than the electric Jaguar.

Of course, Audis have always been about more than speed. The company has hung its hat on the Quattro all-wheel-drive system since the system's efficacy was first proved in rally racing. Rather than one motor having its power shuffled among four wheels, the e-tron uses two motors — one for each axle. This allows the vehicle to allocate power where it's needed faster than with any previous Quattro setup.

This won't just provide better traction on pavement; the e-tron will have an off-road mode, too. Ride height will be adjustable to allow more ground clearance. The same system can also lower the car at high speed for better efficiency.

And Fast Charging

We don't have an official range estimate yet, but we do know the e-tron will come with a hefty 95-kWh battery pack. That's more battery than anything this side of a top-tier Tesla. How that will translate in the real world remains to be seen.

Audi says that when plugged into a DC fast charger, the e-tron can be charged up to 80 percent of its total capacity in just 30 minutes. That's 10 minutes faster than it is for the Mercedes-Benz EQC, which actually has a slightly smaller battery pack.

But speedy charging is useless if you can't find a charger. Audi has two main partners in its efforts to keep consumers juiced. For home charging needs, Audi is partnering with Amazon, which will apparently handle the purchase and installation process, making getting a home charger as easy as ordering Tide Pods.

For everywhere else, Audi's main partner will be Electrify America, which promises that a network of chargers will be in place in 40 states and 17 metro areas in 2019. Audi e-tron buyers will receive 1,000 kWh of complimentary charging at Electrify stations. We're interested to see how many free miles that will bring.

Pricing and Availability

The 2019 Audi e-tron will start at $75,795 with destination and handling fees. For that price, you'll get a pretty loaded vehicle, with heated and cooled power front seats, navigation, a Bang & Olufsen stereo system, a surround-view camera, 20-inch wheels, and a suite of active safety features. The $82,795 Prestige trim will add a head-up display, leather upholstery, driver aids, and extra sound deadening among other upgrades.

Deliveries will begin in the U.S. in the second quarter of 2019. Only 999 units are slated for the States in 2019, and Audi is already taking reservations.

The Bottom Line

Audi hasn't made the fastest EV, but the e-tron does promise to charge faster than its two main competitors, the I-Pace and the EQC. It also has more cargo space and a more familiar look, along with plenty of fancy cabin tech. Check back with Edmunds for full driving and usability impressions as the e-tron's launch date approaches.