Q4 e-tron set to deliver tech edge

An augmented reality head-up display is among snazzy new features on incoming Audi.

AUDI has allowed a sneak peek of what will likely become its most important new electric car of the immediate future, the Q4 e-tron – not just at its styling but also at some of the technology.

In respect to the electronic whizz-bangs, there’s particular pride in a new head-up display landing with a model that Audi New Zealand has previously said is intended be fully settled in by early 2022 to sit below the e-tron in wagon and Sportback styles, the impending S editions of those, plus the more performance-oriented e-tron GT, which shares an underpinning with the Porsche Taycan and includes an RS edition. 

This is regardless that other NZ-destined cars on the MEB platform (VW ID.4, Skoda Enyaq and SEAT El-Born) have all been significantly delayed for local introduction because of VW Group’s desire to satisfy demand in Europe before releasing them elsewhere.

Anyway, if things change for the Q4 e-tron, Audi’s first MEB car, we’ll let you know.

Back to the tech. Projecting information such as speed and navigation directions onto the windscreen so that the images seem to be hovering somewhere over the bonnet, and the driver can keep their eye up and out on the road, rather than looking down at an instrument panel, is nothing new.

Audi is now taking that to the next level, in two ways.

First, it has vastly increased the size of the projection. The HUD in the Q4 appears to be 178cm (70 inches) across. 

Secondly, it’s relaying much more than the usual basics. New prompts that appear to float in space around 10 metres in front of the car include a navigation direction graphic - a series of bright blue chevrons - that point you down the right turning, or pick out your final destination.

It can also keep an eye on other traffic, warning with little red or green lines if you're too close to the car in front, and even predicting where other cars are going to go next, by reading the car's 'body language.' The lane keep assist function gains a visual element by showcasing the position of the Q4’s wheel tracks on the road ahead.  

Worried this could become too distracting? Audi’s engineers involved in this project say the exact opposite is their goal: "The data itself is chosen to be contextual and situational.  

“So actually we don't want to overload the driver with a lot of information. The meaning of augmented reality and the use of it is to show the information you need, when you need it. And this is exactly what we're doing.” 

The tech upgrade doesn’t there. The main touchscreen in the centre console is, at 29.5cm (11.6 inches) across, one of the biggest screen Audi has yet put into one of its cars. The Q4 e-tron also lacks a gearstick and achieves a funky new steering wheel, flattened off at the top and bottom, featuring touch-sensitive haptic pads on the spokes instead of traditional buttons and roller switches.

At 4590mm long, 1865mm wide and 1,613mm tall, Q4 e-tron appears similar in physical size to the Audi Q3, regardless it is intended to slot between that car and the Q5 and despite but the wheelbase being long, at 2760mm. 

The benefits of being on the MEB architecture is that will be a lot roomier that the compact and medium orthodox ‘Q’ models: Some who have seen the car already say it has the kind of space you'd expect from the Audi Q7,  with lots of rear legroom and stadium-style seating in the back.

What it doesn't have is a seven-seat option. Does this seem odd, given that it has a massive 541-litre boot (with a 40:20:20 split rear bench opening up 1490 litres with the rear seats folded down) and also, of course, three-row formats are popular with consumers. Audi has indicated only that a dedicated seven-seat electric car is on the way, but is vague in respect to that model being part of this family. One other point of interest is that this model eschews a 'frunk' under-bonnet storage area; that space has been filled by ancillary systems, such as the air conditioning unit, to maximise cabin space.

 Audi intends to keep the Q4 e-tron’s shape wrapped in camo tape until next month, however it’s surely quite obvious the car in today’s images still roughly matches the original Q4 concept, in general dimension and look, with many of the production vehicle’s surfacing and lines are taken directly from the concept. The obvious revisions cited by overseas’ media are changes to conventional side skirts, smaller vents at the front, a toned-down rear diffuser and smaller wheels. 

Drivetrain specifications have not been revealed, but it will share the same range of electric motors and battery packs as the ID.4, with a range topping quattro variant sporting a 225kW twin-motor, four-wheel-drive powertrain and a 77kWh (usable) battery. A 0-100kmh time of around six seconds, a top speed of 180kmh and a maximum WLTP range of 500km are expected.

E-Tron GT and RS racing to NZ

The sporty electric that represents the ultimate Audi brand statement and the start of a new era could well be just four months away.

UNVEILED fully today in all its four door coupe glory and potentially on sale here as early as June – Audi’s near-twin to the Porsche Taycan electric car is wasting no time making its big trip to New Zealand.

As previously reported the new all-electric four-door will be offered in two configurations – an entry-level Quattro variant, the grey car pictured, and top-spec RS, seen in a dark hue.

Local pricing and our market’s specifications have yet to be shared by Audi NZ, but at technical level the variants roughly align with the Taycan 4S and Turbo respectively.

Porsche’s cars cost from $203,900 and $289,900 but there’s nothing to suggest the Audi’s will be lineball – quite potentially, there could considerable air between them.

The GT is Audi’s fastest car since the combustion-engined R8 and the flagship is the first electric car from Ingolstadt’s famous RS division. 

Both versions send power to all four wheels, thanks to an electric motor on each axle, and have plenty of spark. 

In normal driving mode the Quattro derives 350kW/630Nm from its dual axle-mounted motors, whereas the RS has a claimed output of 440kW/830Nm.

Engaging the launch control function lends both a brief but significant power bump off the line – the Quattro has 390kW for up to 2.5 seconds, while the RS achieves 475kW for the same duration.

This feature allows the Quattro variant to accelerate from 0–100kmh in a claimed 4.1 seconds on the way to a top speed of 245kmh, Audi’s media information says. 

The RS completes the sprint in a claimed 3.3 seconds and tops out at 250kmh.

Both models run with an 85kWh lithium-ion battery, with an estimated real world range of 488km.

Keeping the performance in check is a comprehensive suite of chassis technology.

The GT gets adaptive damping as standard, while the RS model adds air suspension and an active rear differential.  

All-wheel steering is optional on both, as are carbon ceramic brake discs. The RS version does get tungsten carbide coated discs by default. Under braking, the electric motors provide approximately 0.3 g of regenerative deceleration, which Audi says can achieve a maximum recuperation of 265kW.

 The GT offers with 19-inch rims, but can be optioned to adopt the 21 inchers the RS runs with.

The car is 4990mm long but also low, with a height of just 1410mm. The body is 1960mm wide (not including mirrors), and Audi says the overall shape has a drag coefficient of just 0.24.

The standard cabin features leather-free "sustainable" upholstery, while a leather package can also be optioned.  The cabin uses some of the current Audi switchgear and detailing, but it debuts a lovely new steering wheel and has a simpler centre stack than some models in the range.

A stepped battery layout under the floor has been designed to maximise cabin space, while boot capacity sits at 405 litres. 

The Pre Sense Front and Pre Sense Basic safety systems are fitted as standard on both models, as is lane departure warning. Three optional safety packages are on offer, these being “Tour,” “City,” and “Park.”

Matrix LED headlights are fitted as standard on the RS E-Tron GT and offered as an option on the E-Tron GT Quattro, while Audi’s laser light high beam feature can also be specified on either model. It’s not clear if the camera rear vision mirrors that debuted on the e-tron SUV as an option carry to the GT.

In a brief comment, Audi NZ described the GT as being “a demonstration of how fascinating and exciting electric mobility is – the start of a new era, the Gran Turismo of the future.” It says the car will be here mid-year.

With coronavirus making the usual glam international media launch impossible, Audi ran its launch as a video presentation. That’s included here. There’s a fair bit of chat, but also some interesting video of the cars in action, including a sprint between a Formula E racing car and the RS GT, the latter driven by Nico Rosberg.

Audi’s hot electric uncovered

Spanish website gives preview ahead of official reveal.

SCHEDULED for an unofficial global unwrap tomorrow, Audi’s much anticipated rival to the Tesla Model S has surfaced online ahead of that timeline.

The E-Tron GT electric sedan surfaced on social media with images of what appears to be the completely showroom-ready example published on Spanish car enthusiast community Cochespias.

The GT has been seen camouflaged form under testing, and a concept was displayed by the Volkswagen Group brand in 2018, but this might well be the first look of the car as it will avail to buyers.

Kiwis might have particular excitement, as New Zealand seems set to be an early adopter of the performance-focused four-door coupé, which combines enough rapid performance with rapid charging to match the platform-sharing Porsche Taycan, whose supercar-slaying stomp has won global acclaim.

Audi NZ has signalled the first electric out of Audi that’s been purpose-designed to specifically appeal to the marque’s petrolhead audience, especially fervent in this country, will come here from mid-year.

 It is set to present in the guise seen here and also as a full-blown RS model, the latter being the first electric car from Ingolstadt’s performance tuning operation. Audi appears to have successfully kept the production look of that flagship, seen below during testing, under wraps.

Last October Audi NZ boss Dean Sheed explained to MotoringNZ why he’s comfortable promoting these cars to revheads presently driving fossil-fuelled S and RS models.  

“We’ll definitely be talking to them because they are right in the sweet spot. The reason I say that is because this is the first complete car from Audi Sport … it has a huge credibility and it just happens to also be electric.”

Will the old-school buy into the new way? Sheed reckons he can talk most around to at least thinking about it.

“When people see it, when they understand the technology and when they find out how it drives .. well, they’re going to want it.”

The hero variant is powered by a 440kW/830Nm electric system that will power it to 100kmh in less than 3.5 seconds – thanks to a 475kW output in overboost mode. 

Media says this pales in comparison to the new ‘Plaid’ variants in the most recently updated Tesla Model S, however, which promise 0-100km/h times from 3.2 seconds and right down to “less than 2.0 seconds”. 

Driving range for the E-Tron – at least in RS form – is expected to come in at around 400 kilometres on the WLTP measure, thanks to an 83.7kWh (93kWh gross) battery pack. 

Audi’s baby Q joins plug-in hybrid gang

No word yet about NZ introduction timing.

THE SMALLEST offer in Audi’s sports utility portfolio has joined the plug-in hybrid club.

There’s no word from Audi New Zealand about when the Q3 TFSIe will become available here, but it goes on sale in Europe in March. 

The new edition uses a 1.4 TSI turbo petrol engine aided by an 85kW electric motor.

Power for the electric half of the drivetrain comes from a 13kWh battery, which when fully-charged gives the Q3 TFSIe an electric-only range of 51km on the WLTP cycle. Combined power is 182kW, with 400Nm of torque, and Audi claims a 0-100km/h time of 7.3 seconds.

The plug-in hybrid tech is available in both the standard Q3 and in the Q3 Sportback and is badged as a '45 TFSIe' in current Audi badging-speak.

Audi claims both return figures of 32 to 39g/km of CO2 and fuel economy of 1.4 litres per 100km.

The Q3 plug-in’s commitment to eco-minded motoring is quite pronounced. It will always start-up in electric mode unless it's in very cold conditions and, when running in 'Auto Hybrid' mode, an engine-off coasting feature will often enact, which helps to save a little extra fuel. The computers that decide how best to juggle electric and petrol power can also take info from the sat-nav to predict how best to deploy that power. 

There is, of course, the option to charge the battery while driving, and there's an S setting for the gearbox which allows brief bursts of maximum torque, gauged to be 330Nm, released from the electric motor for hard acceleration.

Audi suggests the brake energy recuperation system can recover 40kW of power during braking. Charging from a home socket with 3.6kW output, the Q3's battery can be recharged in just under four hours, and you can use the MyAudi smartphone app to monitor and schedule that charging.

The battery pack does impact on boot space – Audi cites it at 380 litres – but the cabin and exterior styling are essentially unchanged, aside from the addition of an extra cover for the charging point.

PM's diesel limo parked up for electric alternate

Black day for BMW as Ardern pulls the plug on her diesel Seven limo and goes for an electric Audi.

Audi NZ boss Dean Sheed, pictured at the E-Tron’s launch last year, says one of the three cars signed up for Government VIP use will be Auckland-based and has been checked out for suitability to carry a baby seat.

AUDI’s flagship electric model could well have bumped a BMW diesel as Jacinda Ardern’s choice of state-provisioned home town ride – with her toddler likely also set to enjoy the car’s Green vibe.

Government’s historic step up to wholly battery-driven cars as VIP transport has just been confirmed by Audi New Zealand. 

The distributor says three examples of its plush five-seater sports utility-formatted and wholly battery-reliant E-Tron in swishest $156,000 ‘55’ format have been accepted onto the fleet of limos provisioned for highest-level state duties, meaning they are silver, Crown-plated and chauffeur-driven. 

The cars’ permanent sign-on came after months of trial when they were measured up again the incumbent provision; BMW’s turbodiesel Seven Series.

Audi has been an approved Government fleet supplier for several years, but never at this level.

It is hoping to enlarge the imprint soon, as it seems a tender seeking a replacement for the entire fleet of VIP product is about to be called. 

That procurement process is run by the Ministry of Business, Innovation and Employment (MBIE).

While two of the E-Trons are being retained in the capital, primarily to shuttle ministers from the Beehive to Wellington airport, the third is based in the Prime Minister’s home town and it seems set to become to her priority work car.

While coy to offer too much insight, Audi New Zealand’s boss, Dean Sheed, let slip when discussing the arrangement that a request specific to the Auckland car is that it is fully sorted to accommodate a baby seat.

Ms Ardern and her partner, Clarke Gayford, have a daughter, Neve Ardern Gayford, who turned two in June. The PM is not unfamiliar with electric cars as she already drives a Hyundai Ioniq EV.

Mr Sheed said today that feedback about the E-Trons “has been positive for all parties.”

While he did not name BMW directly, he said the Audis had replaced “three current  diesel long-wheelbase sedans” and that more of those cars were set to be replaced.

“They are trialling alternatives to optimise their fleet mix. We are putting our hand up to supply more E-Trons.”

The PM need not imagine her new ride is only suited to urban driving - the E-Tron’s SUV credentials allow it to explore into the most remote electorates.

The Government recently said it now has 18 vehicle suppliers on the motor vehicles contract with 14 of those being able to provide EVs for purchase to meet all-of-Government fleet potentials, which span all Government agency usages. 

In a press comment about this delivered in October, it said: “The new catalogue offers Government agencies the choice of 19 models of battery EVs available, an increase of 9 more models. There will also be 11 models of plug in hybrid EVs added onto the panel.”

Audi’s deal has especially huge kudos – Government VIP fleet contracts are highly valued and the other German premium brands generally enjoy more success globally.

BMW New Zealand has met the contract to supply limos for a decade with the biggest and most expensive sedan it makes, across two contract periods, the second time delivering a variant specially-created to suit the Government’s tastes. The cost of those cars has never been disclosed, however it has always been assumed they were availed at a price significantly below any recommended retail.

The Sevens were chosen on strength of being vastly more economical than the petrol-dedicated Ford Fairlanes that held the job for years. The current contract was cemented in 2016 and picked up 32 examples of the BMW 730Ld (3.0-litre turbo diesel, long-wheelbase), with two models from the previous fleet being retained. They were understood to be cars built to a high security level. MBIE said then that all the vehicles were leased rather than purchased.

However, issues such as Dieselgate and the emergent concern about the carcinogenic properties of diesel particulates has blackened the Sevens’ standing.

On top of this, Government expressed determination two years ago to go electric whenever possible as it work toward a stated ideal of an emissions-free fleet. 

BMW NZ cannot fulfil that dream. 

It has a number of plug-in electric cars, that use limited battery impetus but still rely on petrol engines for primary motivation, here but so far its wholly electric spearhead is represented by two small city cars - the i3 that’s almost at the end of its production life and the Mini-E. It will soon also have an all-electric version of the X3 compact crossover here.

An electric Seven is under development, but has yet to reach production, whereas the E-Tron has been on sale here for a year.

* Subsequent to this story’s publication, the Department of Internal Affairs has notified that “The Audi e-tron is part of the overall Crown fleet and is not dedicated to the Prime Minister.”

RS and S today, E-tron GT and S tomorrow?

Are you ready to say auf wiedersehen to performance petrol engines? Audi NZ’s push to point purists toward an electric future is about to kick off.

E-tron GT is expected to stay true to the styling presented by the same-named concept here.

INTENT to steer Kiwis away from their fossil fuel-frenzied Audis and toward full fizz electric equivalents is about to step up.

The trigger is the E-tron GT, a performance-focused four-door coupé combining enough rapid performance with rapid charging to match the platform-sharing Porsche Taycan, whose supercar-slaying stomp has won global acclaim.

 The first electric out of Audi that’s been purpose-designed to specifically appeal to the marque’s petrolhead audience, especially fervent in this country, is a confirmed starter here.

 The model received mention at today’s media event for the E-Tron Sportback, a $169,990 car that’s also set to develop into an S-badged flagship that’ll also represent in the SUV bodystyle that’s been here for a year.

Audi NZ boss Dean Sheed also shared why he’s comfortable promoting all three future additions with revheads presently driving fossil-fuelled S and RS models. 

“We’ll definitely be talking to them because they are right in the sweet spot. The reason I say that is because this is the first complete car from Audi Sport … it has a huge credibility and it just happens to also be electric.”

Will the old-school buy into the new way? Sheed reckons he can talk most around to at least thinking about it.

“When people see it, when they understand the technology and when they find out how it drives .. well, they’re going to want it.”

The GT won’t be here until mid-2021 and the S derivatives are likely to land in the third quarter, yet the hearts and minds campaign starts in January.

 The GT’s full development path is exciting, with high certainty it will ultimately achieve RennSport accreditation, so becoming the first non fuel pump-reliant RS car ever. That breakthrough might occur in 2022.

Those S models and the GT in its initial roll out won’t be lacking, either.

Whereas the mainstream E-Tron SUV that has been here since last year and the new Sportback that releases this week run dual motors, and offer power and torque of 300kW and 664Nm (there’s also a base E-Tron SUV with 230kW and 540Nm), the S editions are the world’s first EVs with three motors – one of the front and two in the back – and pack 370kW and 973Nm.

A cited 0-100kmh time of 4.5 seconds places the models as the second fastest S models Audi presently makes, beaten only by the petrol-gulping S8 sedan. Top speed is regulated to 210kmh.

As for the GT? Outputs have yet to be given, but Taycan presumably gives a good idea of what’s in store and Audi has already made clear that even if some GTs are dual motor like the Taycan, the RS will provide with three as well. 

Porsche’s model line spans from a 4S with 320kW (390kW on overboost) and 640Nm, a Turbo with 460-500kW and a flagship Turbo S with up to 560kW. Zero to 100 times range from 4.2 to just 2.8 seconds.

Talk overseas is that the GT RS will pack no more than 522kW, so as not overshadow the top trumps Porsche. For his part, Sheed assures the car will be comfortably quicker and gruntier than the E-Tron S and will also serve up with varying levels of hotness.

“We have not made up our minds which ones we will take yet but, if you have an S car with around 370kW, we are unlikely to a GT at the same level. We will likely go with a hot car and an even hotter car.”

The e-tron Sportback (above) that has just gone on sale here now will be joined by a S variant in 2021 that makes history as the world’s first tri-motor electric car.

He acknowledges Audi NZ has enjoyed massive success with its S and RS badged models. RS penetration here is world-leading on a per head of population count.

A wide span of more than a dozen models – not just the traditional passenger models, but also sports utilities from the Q3 up to the Q8 – are presently leveraging that interest, with more than 200 registered this year alone.

Yet times are changing. While some have 48 volt electrical architectures that alleviate some fuel burn burden, all these heavy hitters rely on souped up petrol engines – from fours to also turbocharged V6s, V8s, plus a V10 - that are the biggest drinkers within their respective model families.

That actually raises another point. When it comes to range, most of Audi’s electrics will prove superior to some of the big banger petrols; the GT, for instance, is expected to arrive with a 96kWh battery that delivers a respectable 400km electric range on the official WLTP test cycle. Try getting that far in an RSQ8.

Sheed isn’t sure the argument needs be that direct. “You can burn a lot of petrol and diesel in any car … we’re just talking about using another fuel type and it happens to be electricity.

“The cool thing about EV technology is that you can ‘refuel’ your car overnight and your running costs are an absolute fraction of what you would normally have.”

Alternately, an 80 percent charge should be possible in as little as 20 minutes if you can find a rapid charger that allows the car to absorb energy at its maximum 350kW rate. Present E-trons replenish at a maximum 150kW.

Dynamics-wise? Even though EVS carry lots of weight, they need not be elephantine.

“You can also do all the things you might enjoy doing in an ICE (internal combustion) car,” Sheed says, pointing out that as well as being massively accelerative, the S models and GT are tailored to undertake drifting naughtiness.

That close relationship with the Taycan also suggests that the handling should be pretty special, as does the fact the battery occupies the entire underfloor area between the front and rear axles.

This helps to give the car a centre of gravity comparable with the Audi R8 supercar which, ironically, is set to be the other model rolling out of the Neckarsulm factory that will host GT production.

Plus, there’s an additional feel-good: “If you’re focussed on sustainability and on wanting to leave the world in a better place … well, there is one clear choice.” 

Audi has not signalled intent here or internationally to curtail any of its combustion-engined performance models, but simply the VW Group’s determination to leave ICE behind for an electric future says everything.

Sheed says moves in the United Kingdom and Europe to make the sale of ICE models illegal from as early as 2030 are obviously being noted by makers. The NZ scene is obviously influenced by that, yet of course there’s yet to be direction from Government about fleet intention so “without clear direction … we have no plan.”

However change is unavoidable. “I understand why people are petrol heads and I started life that way, too.

“But I understand where the electrical strategy is and I understand how good an EV can be. If I had a future view about leaving our wonderful country in a better place, my choice is electric.”

Audi NZ has not yet shared specific volume expectation for GT, which stands as the brand’s fifth production-confirmed electric car. Two others that have been made public, the Q4 E-Tron and Q4 e-tron Sportback, are coming to NZ at the start of 2022.

The GT’s finished design is set to be revealed soon, but pictures of camouflaged prototypes suggest that it won’t stray far from the 2018 concept car of the same name.

One last thing. The sound signature: Nothing beats the roar of a performance petrol engine, right? Well, true, electrics cannot emulate that level of noise, but Audi promises the GT will be pleasing to the purist ear. A team of sound engineers have, through blending combinations of 32 different audio tracks, created what they claim will be ‘one of the most aurally active’ EVs on the market.

Q5 latest to join Audi coupe club

A more rakish body styling for the Q5 is coming.

PLENTY of time to consider the specification and colour choice you prefer for the new Sportback edition Audi Q5 – this coupe sibling to the well-established sports utility model is still a year away from New Zealand release.

Unveiled by Germany at the weekend, this is the third Audi SUV to receive a coupe-style look, following the Q3 – which released here earlier in the year and is doing well – and the e-tron, which is just weeks from becoming available locally.

Audi New Zealand has confirmed it will achieve the Q5 Sportback, but from late 2021. By then the engine choice will have assuredly broadened from the launch provision for Europe.

The headline act there is a 150kW/400Nm 2.0-litre four-cylinder turbodiesel, with a mild hybrid system to enhance efficiency and in marriage to a seven-speed dual clutch transmission.

This will be later joined by an entry-level version of the TDI diesel engine making 120kW. This is the sole front-drive edition.

Also in the wings, but not for immediate provision, are a 3.0-litre V6 TDI engine making 210kW and two four-cylinder 2.0-litre TFSI petrol engines, one producing 150kW, the other making 195kW.

Eventually – and perhaps this will time in nicely for our market - plug-in hybrid powertrains will also be offered across two output variants, as well as an SQ5 Sportback performance variant.

Customers have the choice of Audi’s standard steel spring suspension or a sports suspension, with adaptive air suspension available as an option, allowing the ride height to be adjusted over a range of 60mm. A towing rate of 2.4 tonnes has been suggested.

Styling cues and equipment levels don’t wholly tie to the SUV. Sportbacks gain a new honeycomb grille reminiscent of Audi’s RS cars, plus new air intakes at the front, the option of 21-inch Sportback-specific wheels. Patently, the shoulder line from the B-pillar onwards is all new. The tail-lights are OLED.

The Sportback adds 7mm to the length of the Q5 SUV, bringing the total length to 4.69 metres, but the overall height and width are common.

The boot boasts a capacity of 510 litres, which can be improved to 1480L with the rear seats folded.

The has an ambient light package, the 10.3-inch infotainment system features a new split-screen capability and a reworked version of the menu available on the Q5 SUV.

It’s joined by a second 12.3-inch digital driver’s display, or “virtual cockpit”, and a head-up display.

S4 Avant and M3 Touring add spice to school run

High-performance wagons are rare now, but two German brands are keeping the faith.

SO you think performance wagons are being pummelled into extinction by high-powered sports utilities?

Audi and BMW beg to differ. Two brands that admittedly, have produced plenty of big hoofed huge horsepower SUVs and crossovers in the past decade are nonetheless still showing commitment to the purer format of a proper high-practicality family performance car by announcing new additions. 

One is here now – that that’s the S4 Avant, the silver medal earner on the Audi A4 wagon performance podium behind the full-out RS4 (which has also just been updated) – and the other will be along in a couple of years.

That second offer sounds exciting because it’s a car BMW has always been theoretically able to make for years, but never has: A M3 Touring.

Munich announced this week that this derivative, set to sit along the M3 sedan  and M4 coupe, will soon begin testing and development at its plant near Garching, Munich, and on the Nurburgring Nordschleife, before launch in 2022.

There are no details yet, save the obvious connection use of the S58 turbocharged straight-six petrol M engine, which produces 352kW and 600Nm in the sister models.

BMW New Zealand, which choses to speak to NZ media via a publics relation company in Auckland (that generally has to relay everything through BMW Australia, home to the overall regional office, for approval) has not directly communicated thought about it coming on sale here.

However, the odds of it doing so seem very high, as, BMW Australia has given the nod, telling one outlet there: “We plan to introduce the M3 Touring and will advise arrival timing closer to the launch date.”

Just the shadowy image has been released, though spy photographer assert having seen what they believe to be heavily disguised mules in testing.

Meantime, Audi NZ has begun delivery of the S4 Avant, which costs $122,500 plus on roads.

This model runs a 260kW/500Nm 3.0-litre V6 TSFI engine via an eight-speed Tiptronic automatic gearbox and is, of course, all-wheel-drive. Audi claims 0-100kmh in 4.8 seconds and a top speed of 250kmh. Sports suspension is standard here.

Matrix LED technology with fully automatic high beam and a Bang & Olufsen premium sound system are among gloat-worthy standard features for NZ.  Driver assist systems include adaptive cruise assist, active lane assist and park assist and there are Tour, City and Park packages.

Owners can use a myAudi app on their smartphone to connect with the car, with a key option allowing remote lock and unlock and engine start. It also allows up to 14 myAudi users to store their preferred settings in individual profiles.

The wagon format brings luggage capacity of 495 litres, expanding to 1495 with the rear seats folded down. The tailgate and luggage compartment cover are electrically operated, of course.

Audi gets loud with quiet achiever

The car that kicks off a new era for Audi is now available in a cheaper format.

 EFFORT to instil the e-tron as a relevant competitor to fossil-fuelled supports utilities is stepping up with arrival of another variant. 

The e-tron ‘50’ quattro going into dealerships now is a lookalike for the ‘55’ model that started Audi’s full-electric charge into the SUV sector a year ago, but has a less powerful quattro drivetrain that offers about 100kms’ less range. 

Those factors, however, don’t inhibit it from being perfect for NZ driving the brand says. They also deliver a positive in the model’s pricing – the launch price is more than $30,000 less than that for the ‘55’. 

In this respect, though, an equally significant contributor to this positioning is Audi itself. 

Audi New Zealand, which is a privately-owned concession held by the Giltrap family, has acknowledged it has received something independent national distributors cannot always rely upon - significant factory support. 

This has allowed the Auckland distributor to launch the model at $119,900.

Brand boss Dean Sheed says that’s around $16k less than the recommended retail the car will ultimately carry once that support ends. By comparison, the ‘55’ comes in for around $150,000 in a base format, with a higher-specced Advanced model costing another $5000. 

Audi NZ intends to leverage the ‘market special’ launch price fully, by also advertising that the ‘50’ will be eligible for an operational lease arrangement for businesses. 

This provisions the car for-$1799 plus GST a month with no deposit and monthly payments all tax deductible as an operating expense. “And you hand the car back in three years’ time.”

Sheed has not disclosed volume expectations for the ‘50’, but says has expressed hope that its positioning will draw a significant interest, not least from purchasers for whom price is more of a priority than any prestige factor. 

“If the buyer is a price shopper then the $119k MSRP puts it smack into high end mid-sized SUVs … if it’s a first time EV buyer its more palatable than its big brother at $155k.”

Audi NZ is set to progressively enlarge the e-tron family over the next year; soon the range will be joined by a lower-roofed Sportback shape and this time next year it is adding performance-themed S model.

All variants are all-wheel drive models, powered by an electric motor for each axle. By default the e-tron drives through the rear motor only, until the driver demands extra performance and traction. 

All variants also have lithium ion batteries, but whereas the ‘55’ has a 95kWh unit and electric motors that generate 300kW and 664Nm, the ‘50’ runs a 71kWh battery and power and torque reduce to 230kW and 540Nm.

This translates to a longer 0-100kmh time, of 6.8 seconds versus 5.7s, and also a lower range, with Audi claiming a maximum 347kms’ from full battery to depleted as established from assessment on the WLTP protocol against 446km. 

How much difference will this make to the buyer profile? Probably.

“The ‘50’ is a trial at the entry point … we will see the public feedback. I believe it will be mainly a city-based car for family’s or a business owner’s car.” 

Sheed says the ‘55’ has proven itself; not least because it’s in a sweet spot for price versus spec. And yet “this smaller battery enables a smaller price point which can be used in other models.”

The variant’s arrival as NZ comes part some degree of post-Covid normality is useful. Sales stopped during lockdown but not consumer interest. 

“Buyers kept doing research, now they are coming back to the market with precise needs and expectations.”

Warranty and roadside assist provisions are as per the ‘55’ and it also runs a comprehensive specification, including the 20-inch rim and 225/50 tyre set that otherwise provides to the ‘55’ Advance. The battery comprises 324 prismatic cells combined in 27 modules.

Recharging times are as per the ‘55’, with Audi NZ reminding that compliance with fast-charging available up to 120kW means that the car is “all set for the next long-distance stretch of a journey in approximately 30 minutes.”

A mobile charging system can be used with a 230-volt household outlet or the recommended, 32 Amp industrial plug via Audi’s home charging installation process. Alternately, the battery can be supplied with alternating current (AC) at a charging capacity up to 11kW, which will take approximately seven hours.

Q4 e-tron on target for NZ

Here it is, the Audi electric going for mass appeal.

“WE are still discussing the car but our desire is to take it as it will become a volume seller here.

“I have seen the vehicle as a concept and I know it will work and become a mainline seller here.”

So, there you have it. The viewpoint from Audi NZ boss Dean Sheed, in respect to the latest electric from Ingolstadt unveiled to the world today, could surely not be plainer.

 As soon as the Q4 e-tron hits the production line – at the moment, that’s timed for late this year, pesky Covid-19 allowing - he’ll be booking it a ticket to our market and making arrangement for it to achieve permanent residency, with intent to have it fully settled in by early 2022.

And why not? The car’s credentials are really quite impressive, and not just because of the cited potential range of 500km.

In addition to being Audi’s seventh EV it is also the first on the MEB platform, the structure upon which all key VW Group electric vehicles already signed off for NZ introduction are based. VW’s impending ID family, starting with the ID3 hatch and a close-following ID4 crossover, the SEAT El-Born and Skoda Enyaq are all close cousins.

When you think Q4, it’s times two. A more orthodox hatch – subject of a preview last year - and now the car revealed today, a rakish, coupe-style Sportback offshoot, which is the one that especially has Sheed’s attention.

He suggests the cars each “sit nicely between the Q3 and Q5 exterior dimensions (German logic) and the Sportback denotes the coupe style to the body – think the latest Q3 SUV to the Q3 Sportback.”

By the time Q4 arrives, Audi will have already enlarged its electric family beyond the e-tron SUV that has been on sale for almost a year, and a Sportback coming on sale in late September, to include S versions of those cars – coming in the third quarter of next year - plus the e-tron GT. 

The last is basically a sister ship to the Porsche Taycan and potentially the most exclusive Audi EV here until 2025, when the so-called A9, a new flagship model being developed by an in-house working group called Artemis, arrives.

The S variants of e-tron have just been unveiled in Europe and will certainly add fizz to the category. As the first production electric cars to feature three electric motors they pump out around 372kW, which translates to a 0-100kmh time of 4.5 seconds and top speed of 210kmh. It’s the second fastest S model Audi makes, beaten only by the petrol-gulping S8 sedan.

Anyway, Audi’s incoming EV imprint is something of a mass attack, and even though it’s not one specifically aimed at the mass market – that’s a turf VW, Skoda and SEAT will be focussing on – it will be expected to be Ingolstadt’s highest volume EV for the foreseeable future. 

Rivals will be other plush electric SUVs such as the Tesla Model Y and Volvo XC40 Recharge. Undoubtedly the BMW i4 will also be considered a foil.

So, anyway, with the timelines all sorted, potential Kiwi customers have a good year to consider which version they might prefer – one with, as Audi AG puts it, “the versatility and robustness” of the classic SUV or the dynamic elegance of the Coupe variant. 

Either way, the dimensions are almost identical. With an exterior length of 4.6 metres and a height of 1.6m, the Sportback is 1cm longer and flatter than the hatch. They’re identical for width (1.9m) and wheelbase (2.77m).

They also have the same drive technology, comprising two electric motors mobilising 225kW of system output, transferring via quattro all-wheel drive (which, in EV terms, means each wheel set having an electric motor to drive it) or, optionally, via the rear wheels alone, in which case there’s just a single electric motor.

The all-paw edition is designated the performance format, but that’s not going to make it a threat to any of Audi’s petrol-dedicated RS cars. 

Perhaps the inevitable S variants will zap things up all the more, but at present with Q4 e-tron quattro zero to 100kmh occurs in 6.3 seconds and, as on the other MEB cars, top speed is restricted to 180kmh. 

The electric motors are fed by an 82 kiloWatt hour battery that takes up almost the entire space in the underbody area between the axles. A range of “over 450 kilometres” assessed under the worldwide harmonised light vehicle (WLTP) process is claimed for the quattro and just over 500km for the rear-drive. Audi sees this as setting a benchmark in its class.

Even though it’s dual motor, in most cases, the quattro mainly uses its rear electric motor, a permanently excited synchronous motor, in order to achieve the highest efficiency. For reasons of efficiency, the drive torque is generally distributed with a rear-axle bias. 

Audi says if the driver demands more power than the rear electric motor can supply, the electric all-wheel drive uses the front asynchronous motor to redistribute the torque as required to the front axle. “This also happens predictively even before slip occurs in icy conditions or when cornering fast, or if the car understeers or oversteers.”

The electric motor in the rear end has an output of 150 kW and torque of 310Nm. The front motor supplies the front wheels with up to 75kW and 150Nm. The system output is 225kW. The battery is charged with a maximum of 125 kilowatts so therefore takes little more than 30 minutes to reach 80 percent of the total capacity, assuming with direct charge replenishment.

The compact electric product line also features a sophisticated recuperation strategy, “leaving out no possibility for optimising its range” according to the factory bumpf. “The complex thermal management of the drive and battery, which involves a CO2 heat pump, also contributes to this.”

It says a key factor for the car’s sporty character and outstanding transverse dynamics is the low and central position at which the drive components are installed, not least that 510kg battery. 

“The high-voltage battery system is optimally matched to the dimensions of the Audi Q4 Sportback and is located between the axles in the form of a flat, broad block beneath the passenger compartment. The centre of gravity … is therefore at a similar level to that of a sedan with a conventional drive system. 

“Axle load distribution is perfectly balanced at almost 50:50. The front wheels of the Q4 Sportback e-tron concept are guided on a MacPherson axle with adaptive dampers. In the rear, there is a multi-link axle with separate springs and adaptive dampers.” 

Ingolstadt is really chirpy about the Sportback styling, particularly in respect to how the silhouette slopes downward to the back in a subtle and dynamic curve, part of the effort to achieve an impressive aero of just 0.26 Cd. 

“The roof line transitions into the significantly inclined D-pillars and ends in a horizontal spoiler at the level of the lower window edge. As a result, the future Audi Q4 Sportback appears much longer than its sister model, the Q4 e-tron concept.” It’s impossible for Audi not to mention any new design without claiming reference to the legendary original quattro of 1980. With the Q4 e-tron the lineage expresses in those prominently modelled wheel arches.

As much as the Sportback is being pushed as the prettier thing, it is hardly calling the more orthodox alternate a mutt. “The widened features of the Q4 e-tron and Q4 Sportback are designed to be highly organic and flowing, and they add a characteristic touch to the side view.”

 It is confident no-one will be troubled understanding how these two models belong to the same e-tron family. Likewise, neither will there be any misunderstanding to them being battery-fed, claiming “it will take no more than two glances to see that this is an electric Audi.” Oh yes, and you’re correct in assuming these cars run on 22 inch hoops. 

Of course, so slinky is all well and good, but what of interior space? Well, that the cars present in four-seater format suggests compromise has been unavoidable. Yet Audi also proposes that the 2.77m wheelbase and the lack of a transmission tunnel deliver enough pluses for it to offer “unsuspected spaciousness and comfort, especially in terms of legroom at the front and even more in the rear.” They’ve also meted it an interior colour scheme to accentuate impression of it being less than of a cocoon; so, dark hues are restricted to the carpets and upper section is lighter hues, with the headlining, window pillars and the upper section of the door rail and dash panel fitted with white and beige microfiber textiles.

The latter also reflects a sustainability priority: The floor covering is made of recycled materials and, instead of chrome-plated metal decor frames, the surfaces are covered with a high-quality multi-layer paint finish. Seats are upholstered in Alcantara material rather than leather here.

As expected, the Q4 follows in the e-tron SUV’s tyre tracks in making full use of Audi’s virtual cockpit tech; core display elements for speed, charge level, and navigation are located behind the steering wheel but there’s also the new feature of a large-format head-up display with an augmented reality function. It can display important graphical information, such as directional arrows for turning, directly on the course of the road.

Control panels designed as touch elements on the steering wheel spokes can be used to select frequently used functions. In the middle above the centre console, there is a 12.3-inch touchscreen via which the infotainment and vehicle functions are displayed and operated, with ventilation controls below.

As the centre console does not need to account for a gear lever or hand brake, it becomes a stowage compartment that includes a cell phone charging cradle. A horizontal area into which the selector button for the transmission mode is integrated also serves as a cover for the front section of the console.

S editions enhance e-tron spark

Audi’s big electric breakthrough is about to achieve extra sizzle.

The e-tron S is the first three-motor electric car.

TWENTY percent of annual volume, perhaps even more at the start.

That’s the prediction Audi New Zealand boss Dean Sheed has expressed for a pair of more potent editions of the all-electric e-tron sports utility. 

Just unveiled on its home turf and set to come on sale in the third quarter of next year, the e-tron S variants are hotted-up versions of the 55 quattro five-door wagon that has been here since last July plus a more rakish Sportback landing in September.

A thorough rework of the standard cars has been required to earn a performance badge that’s historically been the preserve of fizzed-up petrol product sitting one step below the ultimate RS cars.

To achieve the right performance edge, these are the first production electric cars to feature three electric motors. 

Whereas the current e-tron 55 has an electric motor on each axle, the S versions maintain a single up front and has two on the rear.

The full output is around 372kW – against around 300kW for the e-tron 55 on sale here at the moment - and while the top speed is just 210kmh, the step-off is far more … well, electric.

A cited 0-100kmh time of 4.5 seconds places the e-tron S as the second fastest S model Audi presently makes, beaten only by the petrol-gulping S8 sedan. 

Also, as today’s video shows, that oomph out back allows it to doing something else special: It’s an e-tron that’ll drift. 

The cars’ international unveiling this week has prompted the national distributor to speak about its own plans.

Sheed says it is still too early to discuss price in part because local market content has yet to be decided. In the first right-hand-drive market, the United Kingdom, the models place around $20,000 above NZ specification e-tron 55s.

However, he already has no doubt that the S variants will be well placed to lend significant additional zap to the e-tron 55’s sales impact, which in itself has been satisfactory, with 130 registered to date.

The just-landed entry $119,900 e-tron 50 variant, which reduces from a 91kWh battery to a 71kWh unit and drops in range to 305km, is expected to elevate that count and keep Audi in tune with its forecast. More improvement will come with the Sportback releasing in September.

Even so, it’s the S editions that seem set to be the powerbrokers – they’ll achieve two in every five sales almost off the bat, he says, so keeping step with a ratio that also occurs with the S petrol cars. So, hardly niche.

As for e-tron’s overall status? Well, it’s still something of an outsider in terms of what it achieves for overall Audi volume, though that’s simply down to historic perception about electric cars, Sheed believes. 

the e-tron sportback, landing in september, is also achieving S treatment.

However, there’s positivity the message is getting through and transition occurring.

“EVs are still an education,” he concedes, but acceptance of the path car makers are taking and the sustainability advantages is increasing.

“There is a strong mental shift in respect to EVs in the market … you will see the mainstreaming of EVs over time with or without Government support.” 

Meantime, the e-tron S is expected to be seen as a more powerful alternate to the Jaguar I-Pace and Tesla Model X Long Range, which it matches for acceleration. 

With the S, only the rear motors are used in normal driving, the front motor being reserved for hard acceleration and if the wheels start to lose traction. 

The two rear motors can send varying amounts of power to each wheel as needed, and Audi says the ‘S’ versions are more rear-biased than regular models. 

orange highlights are not mandatory

The extra performance only slightly affects range. Audi says the e-tron S and e-tron S Sportback manage 358 and 363km respectively on a full charge, whereas the 55 quattro versions offer just over 400kms.

S-specific adaptive suspension is fitted, which can adjust the ride height by up to 76mm to best suit the seven driving modes on offer.

As with other e-trons, the ‘S’ variants can replenish off 150kW fast chargers; that kind of hit will restore the battery to 80 percent in around half an hour. 

Thanks to wheel arch extensions, the e-tron S pair are 5cm wider than standard, while S styling touches like aluminium mirror caps and extra trim are fitted.

Automatically opening grilles and vents, which remain closed until they’re needed to improve efficiency. UK models are fitted with 21-inch alloy wheels as standard; 22s being available as an optional extra. It’s hard to imagine the NZ spec coming with anything less.

The local distributor’s desire to deliver plenty of spec is going to be easily achieved with the S. 

The model takes electrically adjustable sports seats upholstered in upmarket Nappa leather and a brushed aluminium trim finisher, with a carbon-fibre version on the options list. The Virtual Cockpit digital display is standard alongside online navigation, and as with the 55 quattro a head-up display and cameras instead of wing mirrors can be specified.

Future TT has promise, current has done its dash

The TT as we’ve known it is now a memory – the one that might be next is an exciting thought for Audi NZ.

Still hankering for a TT? Sorry, this one has done its dash in NZ.

LAST chance to see has already gone – but, assuredly, if the TT returns in the form it is predicted to adopt, as an electric car, the local distributor will be interested.

This today as Audi New Zealand has confirmed it has bypassed opportunity to resume selling the TT, preferring instead to focus on the new-generation RSQ3 models set to release imminently in Sportback and continued hatchback formats. 

General manager Dean Sheed says it was a tough call to determine to keep the car that when released originally in 1998, was a global styling bombshell.

But fact is that TT volume was down to a trickle when the car was withdrawn from global production last year, a victim of Volkswagen Group having been defeated in its bid to get all its products homologated in time to meet a rigorous World new Worldwide Harmonised Light Vehicle Test Procedure emissions deadline.

Withdrawing certain models was the only option; cars lacking WLTP compliance could not be sold anyway (in Europe at least) and the maker would have faced hefty fines as well.

That issue has now been resolved for the TT, which has been reissued in a smartened format, headed again by a sharp-looking RS flagship, that in all likelihood will present as the final run for the car in a fossil-fuelled format.

And then? Well, it’s really not shock-horror news any more that there’s supposedly a new TT on the drawing board set to be energised in a totally different, future-ready way.

five cylinder fun can still be had … in the new RSQ3

Audi – and the wider car world of course – is going all-in on electric. And future E-tron models won’t restrict to the sports utility range we presently see. 

Talk about the successor to the TT we have now being re-energised into a fully electric sports weapon for its fourth-generation dates back to May of 2019, when then Audi boss Bram Schot announced that “in a few years, we will replace the TT with a new emotive model in the same price range … with an electric car.”

Just recently, a new report claims the car will ride on the Volkswagen Group’s MEB platform that debuted last year with the ID.3. The final shape is still under wraps and there’s even been talk that it could re-emerge in an SUV-ish format rather than as it is now.

Sheed was cautious when asked if he knew anything about the e-TT, saying: “I haven’t seen the model you refer to, although it’s been talked about in the media.

“You know our customers and we love performance cars (Audi Sport) and electric powertrains, so naturally I would entertain the concept when it was available – the decision will be the same as today, a hot SUV or a hot sportscar, market size and consumer preference.”

The ‘if’ and ‘when’ of an electric TT will doubtless clarify once Audi gives out some signs about how much longer the current car, with its evocative five-cylinder petrol engine, will live. Potentially it’s not for much longer given this generation shape hit the street in 2014.

Audi’S e-tron family plan is cemented - and an all-electric sports car would seem logical.

It’s also prudent to bear in mind that Audi’s grand plan is to sell one million electrified cars each year by the middle of the next decade, which is quite a lot of electrified cars to sell by 2025.

Of course, that ideal was explained prior to coronavirus, so perhaps the delays and financial walloping the illness has inflicted on the global car trade, and national economies, might slow things down a bit. Yet, at the end of the day, the future will inevitably continue to head away from oil because … well, it’s a finite fuel, remember.

In the here and now, you’d have to think the conventionally powered model would be hardly set to leave the scene quietly.

With 294kW and 480Nm, that 2.5-litre five-cylinder turbocharged engine is a forceful involver; a true celebration of the five-pot fury whose family line runs right back to those original Ur Quattro rally scene changers. The new RS is claimed to accomplish 0-100kmh in 3.7 seconds, which makes it half a second faster in that sprint than the (much more expensive) Porsche 718 Cayman GT4.

Potentially, then, knowing that the ‘final fling’ editions aren’t officially coming here might bolster the residual values of previous RS, which held a recommended retail of $149,500. That car became unavailable around mid-2019.

RS rush kicking in from August

Coronavirus has slowed but not stymied intent to deliver the updated RS4 and RS5.

the rs5 updates start at the front

THIRD and fourth quarter arrival scheduling has been confirmed respectively two RS models especially popular with Kiwis.

The timings for the RS5 Sportback and RS4 Avant wagon has been shared along with a novel invitation to media. 

The liftback will be here for public consumption from August – though a solitary press car comes next month - while the load-all is even later.

Those timings also come with suggestion the $157,900 Sportback could be in more limited supply, at least initially, than the $153,500 wagon, whose production availability is described in a communique as being “much better. 

A spokeswoman later communicated that RS5 supply will be down to “a handful” on first arrival, but with steady stock later.

Supply constraints are hardly unusual with the RS models but, of course, the situation has become massively exacerbated by the global coronavirus pandemic, which caused car plants in Europe to close as early as March. However, Audi has since slowly resumed production from mid-April.

If not for that, the cars could conceivably have been coming out around now. NZ’s status as a high-level and easily-pleased RS fanbase usually ensures we get to the top of the list for right-hand-drive production, which appears to have just begun when the Covid-19 crisis hit.

the rs4 has been notified as a Q4 arrival

Audi NZ has listed the RS4 for some weeks but only provisioned the RS Sportback specification sheet yesterday with an invitation for NZ media to participate in a media question and answer session running from an RS skunkworks in Germany tomorrow morning.

The programme requires an early start – it’s at 4am, our time – but live attendance has been excused, with participants being allowed to submit up to three questions via a provisioned URL.

It sounds like fun, as it involves racing driver Frank Stippler and Rolf Michl, head of sales and marketing for Audi Sport GmbH, and is tagged as being an interactive test drive from the Nurburgring racing circuit, where the Audi Driving Experience Centre bases and cars are tested.

Provision of the RS5’s local market detail comes three months after Audi Germany released the images of the refreshed RS5 seen today. It comes with confirmation that focus will restrict simply on the five-door shape, with Audi NZ saying is has no intentions for the two-door Coupe.

This will also be a busy week for RS information sharing, with the local operation saying it will have more to share about the RS6 and RS7 later this week.

The RS5 Sportback in the image showcases the most expensive of the 20-inch alloy wheel styles; those matt bronze hoops are $4000 a set, as opposed to $1000 to three other styles in alloy. In its standard form, the new RS5s ride on 19-inch wheels wrapped in 265/35 rubber.

cabins come in for some revision

The flash rims a trifling splurge compared to some other options, all the same. The most expensive enhancements are carbon ceramic brakes, at $16000, and a carbon styling pack, valued at $13k.

The incoming editions are mechanically unchanged, for the most part, from the pre-facelift models that have been here since 2017 and 2018.

So, the same 2.9-litre biturbo V6 is pressed into service, the maximum power's still 331kW and the torque still peaks at 600Nm, from 1900 to 5000rpm, and it’s all driving all four wheels through quattro four-wheel drive with a rear-axle 'Sport' differential and an eight-speed Tiptronic automatic gearbox.

Yet that transmission has been recalibrated to improve shift times, while the quattro system is also given a bit of a rework, though it continues to favour a 40:60 front-to-rear-torque split, sending as much as 85 percent of torque to the back axle when required. Zero to 100kmh times range from 3.9 to 4.1 seconds.

What’s obviously changed is some of the styling. The refresh delivers a revised front end, which features reshaped air intakes and an enlarged grille for a more aggressive look. Audi says that the three implied air vents above the grille are inspired by the 1984 Audi UR Quattro. There are new lighting signatures at both ends and altered bumpers, too.

The dynamic handling system picks up two driver customisable modes (RS1 and RS2) in addition to the comfort, auto, and dynamic modes. 

engine outputs don’t alter

Nappa leather seats, a head-up display, and a even sportier suspension package with hydraulic roll and pitch stabilisation are on the menu.

The 12.3-inch 'Virtual Cockpit' dashboard has been refreshed, as have the graphics on the 10.1-inch infotainment touchscreen.

This RS4 is 45kg lighter than pre-facelift car, supposedly through a reduction in sound-deadening. The adaptively damped suspension has been reworked, too, to enhance ride comfort.

If the standard RS concoct doesn’t seem fiery enough, then perhaps ABT Sportsline, a motor racing and auto tuning company that mainly deals with Audi and the related primary Volkswagen Group brands, can help.

Abt Power S has delivered a rework package for the  2.9-litre biturbo V6 that bumps up the power to 395kW and torque to 680Nm. 

A kit that is cited as being specific to the RS4 – though surely it would work for the RS5 as well - liberates this sort of punch through an Abt Engine Control (ABT) high-tech unit, an additional water-cooler package and a revised air intake cover. You can even go further by adding an optional Abt intercooler to the mix, though it’s potentially more for well-being as Abt says it won’t change the wallop.

Abt doesn't say what this sort of hike in power does for 0-100kmh times, but pundits reckon it is reasonable to expect it to be as fast, or maybe even faster, than its larger RS6 sibling, which'll run 0-100kmh in a claimed 3.6s.

Want to know more about the Abt partnership and the work undertaken with the RS4? Watch this video.