Audi A6 L e-tron (Angebot im chinesischen Markt)

The Audi A6 L e-tron plug-in hybrid has been revealed in full prior to hitting the show stands at the upcoming 2015 Auto Shanghai showcase. Based on the assembled-in-China long wheelbase variant, the A6 L e-tron will be the first Audi plug-in hybrid to be assembled in China.

On the surface, the Audi A6 L e-tron already stands out thanks to its Explore Blue paint scheme and 18-inch e-tron alloy wheels. Elsewhere, stylised LED daytime running lights are embedded into lower air intakes while e-tron badges on the front fender provide the biggest hint to the car’s eco nature. At the rear, a diffuser conceals the exhaust outlets.

Under the skin, the A6 L e-tron employs a parallel hybrid setup with a 2.0 litre TFSI four-cylinder engine pumping out 211 hp and 350 Nm of torque, coupled to a disc-shaped electric motor. Said motor provides an additional 122 hp and 220 Nm of torque and is integrated into the eight-speed tiptronic gearbox.

A total 245 hp and 500 Nm of torque gets transferred to just the front wheels. Its 14.1 kWh lithium-ion battery is slotted beneath the boot to help maximise practicality – luggage capacity is quoted at 340 litres. With a twin-phase charging technology, the A6 L e-tron can be juiced up in about two hours using an industrial outlet and a high-power charging cable or roughly eight hours via a typical Chinese household outlet.

Audi A6 L e-tron

Performance figures aren’t too shabby either when one considers its kerb weight of just over 2,000 kg. The 0-100 km/h sprint is done in 8.4 seconds, top speed is limited to 210 km/h. According to Chinese fuel consumption measurement criteria, the car chalks up a figure of 45 km/l while CO2 emissions stand at 52 g/km. An all-electric range of 50 km is touted while the maximum operational range is quoted at 880 km.

Inside, drivers are presented with a choice of four driving modes – EV, hybrid, battery hold and battery charge. The first of which allows for speeds of up to 135 km/h. Hybrid mode juggles between both power sources while selecting battery hold prompt the system to conserve electrical energy. Battery charge mode then scavenges for additional energy to juice up the system while on the move.

Further differences that mark it out over its conventionally-powered siblings are the displays on the instrument cluster. A power meter displays the total system output while the centre screen with MMI navigation plus exhibits the flow of energy from hybrid system. Additional information such as range and consumption figures for both power sources are displayed in the driver information system.