Audi is determined to become the world’s number one premium carmaker, and the only way the brand can reach this goal is by entering new segments of the market that generate plenty of added volume. True, there is still some potential to be drawn from new niche models such as the A7 Sportback, but the big numbers are created elsewhere – for example, by launching the new A1 range and by reviving the A2.

The European-market A2 was the brand’s first try at a sub-compact. Its sophisticated lightweight aluminum spaceframe architecture was great for fuel economy, but it saddled the little Audi with a premium price tag, and sales never reached expectations. Since being discontinued, the car’s reputation, however, has grown, and hopes are high for the new version.

“Contrary to popular belief, the A2 was not a cult car,” maintains Audi boss Martin Winterkorn. “But it was a car ahead of its time. Why did it not sell in large enough numbers? Because buyers never really fell in love with the narrow and tall design. And because the bespoke high-tech aluminium spaceframe approach did not allow us to price the A2 sufficiently aggressively.”

Next time round, things are going to be different. The upcoming new A2 is stamped out of steel, its designated engines are low-cost, high-efficiency three-cylinder units, and it is part of the entry-level New Small Family of cars. Specifically, Audi intends to modify the Volkswagen Space Up microvan to meet its needs. The Space Up is remarkably similar in concept to the original A2.

“With this car, Audi will offer a highly efficient solution to the mobility requirements of the modern metropolis,” promises chairman Rupert Stadler.

The new model is 3.73 m long and can accommodate between 198- to 990-litres of luggage, sources say. Due in 2013, the A2 is expected to launch as a battery-powered e-tron (at the opposite end of the scale to the mighty 230 kW R8 inspired e-tron earmarked for 2012. The zero-emission version, which features a 45 kW electric motor powered by a pack of lithium-ion energy cells, is claimed to have a driving range of 100 km.

In a second step, the A2 will likely be offered with a still-to-be-defined hybrid drivetrain. Also under preparation is a new family of three-cylinder engines with displacements of 1,0-litre (petrol) and 1,2-litre (diesel), with power outputs ranging from 45 kW to 56 kW.

Adapted from AutoMobileMag

The future of Audi sports cars has charged in. This stunning electric supercoupé is the e-tron – a concept that resembles a baby R8, but this is no pie-in-the-sky show car. It’s due on sale in 2012, and will rival the Tesla Roadster and an upcoming electric version of Mercedes’ SLS.

At the e-tron’s core is an all-new platform, with a mid-mounted lithium-ion battery pack – developed by joint-venture partner Sanyo. There are four electric motors: two on the front axle and two either side of the rear. In all, this drivetrain produces 230 kW from zero rpm.

The body is constructed from composite carbon fibre, and this covers an aluminium spaceframe chassis. As a result, the e-tron tips the scales at 1 600 kg – not bad when the batteries alone weigh a hefty 470 kg. Other clever features include a brake-by-wire system, comprising powerful ceramic discs – these recover as much energy as possible in operation to top up the batteries.

So how fast is the car? Well, Audi claims 0 – 100 km/h in less than five seconds, 64 – 112 km/h in about four seconds and an electronically limited top speed of 198 km/h. The latter would be higher if aerodynamic drag didn’t drain the batteries so much at these speeds.

A torque vectoring system is capable of sending power to individual wheels, to ensure strong handling. In standard mode, this adopts a 30:70 bias in favour of the rear wheels, to deliver R8-style cornering.

The e-tron has a range of 246 km, while the battery pack can be recharged from a 400V supply in two hours. Plug into a regular household socket, and it takes six hours. The most striking thing about the car is its size. Although it’s inspired by the R8, the body isn’t much bigger than a Ford Fiesta.

Either way, it looks fantastic. Neat details include a metallic grille, which has a movable flap. This stays shut for maximum aerodynamic efficiency in normal driving, but can open to cool the car’s systems.

There’s more to the LED headlamps than it seems, too. They work with a small camera and the sat-nav to illuminate into bends before the driver even turns the wheel. Plus, they can adapt for rain or fog. There’s no gearlever; instead, a simple selector pops up from the centre console. And in place of a regular dashboard, there’s a fold-out MMI cabin control screen, flanked by analogue dials – a speedo and a charge meter. What’s more, the e-tron can talk to other cars to warn of accidents and even reserve parking spaces.

Acceleration is lightning fast, and even at motorway speeds it’s accompanied by only a gentle hum from the electric motors. This prototype uses modified R8 suspension, so the ride is firm. But the car is agile, despite seeming heavy.

Even though it’s still in development, the Audi feels showroom ready. And that’s the point, according to Thomas Krauter, e-tron project leader. “This isn’t just a show car; it’s a fully working prototype,” he said. “Apart from some of the aluminium trim, the exterior will stay the same. We will also create a synthesised ‘engine’ sound. But our main challenge will be to keep all the electrical systems cool and integrate the latest battery technology.”

Only 1 000 models will be built, each costing £120 000. And the lack of an electric car infrastructure is a major issue. But if Audi can overcome this, the e-tron is sure to be a hit.

Adapted from AuotExpress