It's seriously hard to get the message across, really. We're pretty sure there'll be people asking why on earth are we even doing a review for the Audi A1 e-tron when it's only a prototype?
Well, firstly, this is more of a first drive rather than a review. Secondly, in the utmost logical sense of misplaced self-righteousness - which is a tragic waste - the correct question should be where is that review about the latest Proton rather than who reads about Proton cars.
In that aspect, rather than meeting our KPIs or whatever the hell you call that, we'd like to think that we have a duty to our readers - to make sure they know what the updates and latest happenings in the automotive industry are. But we bet you already knew that. Yes, you.
Anyway, back to this. Electric cars like the Renault Fluence Z.E, the Nissan Leaf and even the Tesla Roadster often have their distance range tested with the air-conditioning and audio systems switched off. While they can be pretty fun to drive, they can cause a serious dose of anxiety range when driven with these systems switched on.
When it comes to electric vehicles, they have been in Audi's pipeline for a while now but none of them have really been on our roads. Now, it seems that Audi has talk the talk and walk the walk with its electric plans.
Well, firstly, this is more of a first drive rather than a review. Secondly, in the utmost logical sense of misplaced self-righteousness - which is a tragic waste - the correct question should be where is that review about the latest Proton rather than who reads about Proton cars.
In that aspect, rather than meeting our KPIs or whatever the hell you call that, we'd like to think that we have a duty to our readers - to make sure they know what the updates and latest happenings in the automotive industry are. But we bet you already knew that. Yes, you.
Anyway, back to this. Electric cars like the Renault Fluence Z.E, the Nissan Leaf and even the Tesla Roadster often have their distance range tested with the air-conditioning and audio systems switched off. While they can be pretty fun to drive, they can cause a serious dose of anxiety range when driven with these systems switched on.
When it comes to electric vehicles, they have been in Audi's pipeline for a while now but none of them have really been on our roads. Now, it seems that Audi has talk the talk and walk the walk with its electric plans.
First shown at the Geneva Motor Show in 2010 as a concept before making its debut in Munich in 2011 to gather and evaluate mobility data, the electric variant of the regular Audi A1 is a plug-in hybrid that's propelled by an electric motor that's mounted up front in the chassis.
To a certain extent, the A1 e-tron is a technological wonder that combines the ability to drive on electric power only, while its 254cc rotary Wankel combustion engine relieves the range anxiety often associated with pure-electric cars.
This rotary engine is said to extend the range by another 200km before you'll need to refuel the car. Instead of driving the front wheels, this Wankel engine recharges the 12kWh lithium-ion T-shaped battery, which in turn powers the drive motor. Once fully charged, the electric motor, as well as battery that powers it, is good for about 50km.
As a matter of fact, absent some of the 'electric' badges and information displays, you will never know that this hatch has an electric powertrain. If you decide not to plug it in, the A1 e-tron will drive around happily as long as you keep filling the 12-litre fuel tank (of course, then, the car will be severely lacking in power).
To a certain extent, the A1 e-tron is a technological wonder that combines the ability to drive on electric power only, while its 254cc rotary Wankel combustion engine relieves the range anxiety often associated with pure-electric cars.
This rotary engine is said to extend the range by another 200km before you'll need to refuel the car. Instead of driving the front wheels, this Wankel engine recharges the 12kWh lithium-ion T-shaped battery, which in turn powers the drive motor. Once fully charged, the electric motor, as well as battery that powers it, is good for about 50km.
As a matter of fact, absent some of the 'electric' badges and information displays, you will never know that this hatch has an electric powertrain. If you decide not to plug it in, the A1 e-tron will drive around happily as long as you keep filling the 12-litre fuel tank (of course, then, the car will be severely lacking in power).
Exterior
The car remains to be quite a looker. From the red details that run along the LED daytime running lights (similar to the A1 Quattro) to the uninterrupted lines running from the headlamps to the taillights, it clearly displays Audi's DNA through and through.
Subtle 'e-tron' badges by the sides and the rear separate this car from the regular A1. Not so subtle, however, are the 18-inch wheels with a 20-spoke turbine design and the lack of tailpipes that will remind you that this car is a tad more special than your ordinary hatchback from Ingolstadt.
The car remains to be quite a looker. From the red details that run along the LED daytime running lights (similar to the A1 Quattro) to the uninterrupted lines running from the headlamps to the taillights, it clearly displays Audi's DNA through and through.
Subtle 'e-tron' badges by the sides and the rear separate this car from the regular A1. Not so subtle, however, are the 18-inch wheels with a 20-spoke turbine design and the lack of tailpipes that will remind you that this car is a tad more special than your ordinary hatchback from Ingolstadt.
Interior
Like the exterior, the cabin of the electric car is essentially a regular A1 except for some small differences. For starters, like all electric cars, the tachometer has been replaced with the power output meter while the gear shifter gets an extra mode from the usual four. Other than the usual P, R, N, D, there is a 'range', which is marked by a triangular Wankel engine logo (we will get back to that later).
It's almost too difficult to believe that the car we drove is a prototype. Fit and finish is exemplary, with knobs and buttons luxuriously fabricated. Everything in the cabin seems to be ready for production.
Like the exterior, the cabin of the electric car is essentially a regular A1 except for some small differences. For starters, like all electric cars, the tachometer has been replaced with the power output meter while the gear shifter gets an extra mode from the usual four. Other than the usual P, R, N, D, there is a 'range', which is marked by a triangular Wankel engine logo (we will get back to that later).
It's almost too difficult to believe that the car we drove is a prototype. Fit and finish is exemplary, with knobs and buttons luxuriously fabricated. Everything in the cabin seems to be ready for production.
Drivetrain
Unsurprisingly, the driving experience in the A1 e-tron is utterly unlike that of a regular A1 or any regular internal-combustion vehicle for that matter. For a car with a peak power and torque of 102bhp and 240Nm respectively, it hurls with great enthusiasm. The only thing missing is what should be a sonorous soundtrack, instead of a futuristic wheeze, to nicely match the way it launches.
But it is the way it drives that impresses the most. The T-shaped lithium-ion battery pack is stowed below the central tunnel and rear seats, which is ideal for the centre of gravity and optimum weight distribution. As such, the A1 e-tron is dynamically superior and willing when you start to throw it around.
Not so willing, though, is the battery pack. With a heavy right foot, the battery depletes rather quickly, which is where the Wankel engine comes into play. Activate the range extender by slotting the gear lever into the 'range' mode and you'll be able go on for another 200km.
Unlike aggressive deceleration typical of EVs, the electric hatch allows you to control the rate of deceleration through the paddles shifters. There are five stages, with 0 having minimal deceleration, and 5 with maximum engine braking and strongest recuperation. It's a rather useful feature, especially if the going gets tough on a downward sloping road.
Unsurprisingly, the driving experience in the A1 e-tron is utterly unlike that of a regular A1 or any regular internal-combustion vehicle for that matter. For a car with a peak power and torque of 102bhp and 240Nm respectively, it hurls with great enthusiasm. The only thing missing is what should be a sonorous soundtrack, instead of a futuristic wheeze, to nicely match the way it launches.
But it is the way it drives that impresses the most. The T-shaped lithium-ion battery pack is stowed below the central tunnel and rear seats, which is ideal for the centre of gravity and optimum weight distribution. As such, the A1 e-tron is dynamically superior and willing when you start to throw it around.
Not so willing, though, is the battery pack. With a heavy right foot, the battery depletes rather quickly, which is where the Wankel engine comes into play. Activate the range extender by slotting the gear lever into the 'range' mode and you'll be able go on for another 200km.
Unlike aggressive deceleration typical of EVs, the electric hatch allows you to control the rate of deceleration through the paddles shifters. There are five stages, with 0 having minimal deceleration, and 5 with maximum engine braking and strongest recuperation. It's a rather useful feature, especially if the going gets tough on a downward sloping road.
Conclusion
The A1 e-tron is genuinely cool. From a design that's immersed in the modernity of Audi's design language to the electric propulsion that can send you straight out of the future, there is nothing bad about the car.
However, Singapore is facing a chicken and egg situation - dealers are waiting for more infrastructure from the Government while the Government is waiting for more electric cars to come before they allocate space for more charging stations. As a result, it won't come as a surprise if it's going to take decades before we see more electric cars on the road.
That will truly be a tragic waste.
The A1 e-tron is genuinely cool. From a design that's immersed in the modernity of Audi's design language to the electric propulsion that can send you straight out of the future, there is nothing bad about the car.
However, Singapore is facing a chicken and egg situation - dealers are waiting for more infrastructure from the Government while the Government is waiting for more electric cars to come before they allocate space for more charging stations. As a result, it won't come as a surprise if it's going to take decades before we see more electric cars on the road.
That will truly be a tragic waste.
