2019 Audi Q4 Review
Everything you ever wanted to know about car audi a8 news. 8 news photos, and watch videos.. The audi a7 sportback is an executive car/mid-size luxury car produced by audi since 2010. a five-door hatchback, it features a fastback-like sloping roofline with a. In an attempt to go up against tesla, the 2019 audi q6 reinforces its claim of progress through technology by improving the styling dialect and performance.. Car magazine uk's long-term test review of an audi q5 2.0 tfsi s-line suv. With the arrival of the new generation model probably in 2018, the 2019 subaru forester should switch to the new subaru global architecture.. Read motor trend鈥檚 audi q7 review to get the latest information on models, prices, specs, mpg, fuel economy and photos. The 2018 nissan rogue sport is about as nondescript a subcompact suv that currently exists. Audi's next-generation q5 is now in the final stages of development. Specs, changes, price and release date of the new suv models. 2018 suv - review, specs, price rumors, In attempt tesla, 2019 audi q6 reinforces claim progress technology improving styling dialect performance.. Audi a8 news : breaking news, photos, & videos Everything you ever wanted to know about car audi a8 news. 8 news photos, and watch videos.. Audi a7 - wikipedia The audi a7 sportback is an executive car/mid-size luxury car produced by audi since 2010. a five-door hatchback, it features a fastback-like sloping roofline with a.
In both cases, the electric motors function as a generator and convert the kinetic energy of the Audi e-tron into electric energy. Up to 0.3 g, the SUV recuperates energy solely via the electric motors, without using the conventional brake - that covers well over 90 percent of all deceleration. So, energy is returned to the battery in practically all normal braking maneuvers. The internally ventilated, 18-inch wheel brakes do not come into play until the driver uses the brake pedal to decelerate with more than 0.3 g. The electric SUV decides whether to decelerate using the electric motor, the wheel brake, or a combination of the two depending on the driving situation - with this taking place individually at each axle. The driver can select the degree of energy recovery in three stages using paddles on the steering wheel. In the lowest setting, the Audi e-tron coasts with no additional drag torque when the driver releases the accelerator pedal.
The Audi e-tron continues to roll forward. No electricity flows to or from the electric motor while the vehicle is moving. In level 1 (balanced - minimal deceleration) and level 2 (strong - high deceleration), the electric motors generate regenerative brake torque and produce electricity. The electric SUV reduces the speed noticeably - the driver can decelerate and accelerate using just the accelerator pedal. This creates the one-pedal feeling. There is no need to use the brake pedal in this case. In addition to manually adjusting the recuperation level with the steering wheel paddles, the driver can also select automatic mode in the MMI. The predictive efficiency assist then regulates the deceleration as needed and predictively, for example in relation to the route or vehicles in front. The driver can adapt the deceleration effect by selecting the desired recuperation level via the shift paddles. It remains active until the driver operates the accelerator pedal again. Audi is the first manufacturer worldwide to use the electrohydraulically integrated brake control system technology in a series production vehicle with electric drive. The compact module weighs less than six kilograms (13.2 lb) and is thus 30 percent lighter than a conventional brake system.
Powerful 18-inch brakes work on the large wheels - with six-piston fixed calipers at the front and single-piston floating calipers at the rear. Optionally they stand out brightly with their e-tron-specific finish in the high-voltage signal color orange. At the front the internally ventilated disks have a diameter of 375 millimeters (14.8 in) and 350 millimeters (13.8 in) at the rear. They are used when the driver presses the brake pedal so hard that deceleration exceeds 0.3 g; otherwise, the Audi e-tron decelerates through recuperation via the two electric motors. The controller computes the required amount of braking power within milliseconds. If the recuperation torque is not sufficient, a displacement piston in the brake hydraulics generates additional pressure. Put into motion by an electric spindle drive, it pushes brake fluid into the brake lines and generates brake force through the conventional friction brake in addition. The transition between electric and hydraulic braking is smooth and homogeneous, so the driver does not even notice it; the brake forces remain constant.
Using a pressure-resistant element, a second piston generates the familiar pedal feeling for the driver's foot. Thanks to this brake pedal simulator, the driver is not affected by what is happening in the hydraulics. In the case of ABS braking, pressure buildup and reduction are not noticeable in the pedal in the form of irritating hard pulsations. Even at a very slow speed, such as during maneuvering, the Audi e-tron decelerates via the wheel brakes because this is more efficient than electric braking in this case. Otherwise, the electric motor would have to use valuable battery current to decelerate actively at low rotational speeds. The new electrohydraulic actuation allows the brake control system to build up brake pressure for the wheel brakes with great precision and roughly twice as fast as a conventional system. This enables a larger air gap, i.e. a greater distance between the brake pad and brake disk, to be set. This minimizes possible friction and heat generation and contributes actively to the long range of the Audi e-tron.