recently, just this morning, had the opportunity to experience the flagship 200kW TFSI Black Edition variant during a drive from Lanseria Airport to Stay by Inimitable and surrounding areas, and the initial impressions are decidedly mixed, though ultimately positive. Depends how you look at things, really.

Journey North

The route from Lanseria to the event venue provided an ideal sampling of pretty much everyday Mzansi driving conditions. Especially for the type of clientele this car catering for. You know, frequent visits to the airport, drives to exquisite venues such as Stay for a weekend or midweek culinary experience – and so forth. The route has smooth highway stretches, undulating secondary roads, and even a brief gravel detour when I needed to double back for content. It’s exactly the kind of varied terrain that reveals a car’s true character, and the A5 handled each surface with the composed confidence you’d expect from a modern Audi.

The 200kW quattro variant is powered by a 2.0-litre turbocharged four-cylinder petrol engine producing 200kW and 400Nm, paired with a seven -speed S tronic dual-clutch transmission. On paper, those figures present a meaningful step up from the outgoing A4, and on the road, the additional grunt is apparent – not immediately though as it requires commitment to the upper reaches of the rev range to truly shine.

The Design Language

The A5’s styling represents a clear evolution from Audi’s conservative past, though whether that’s entirely positive remains open to debate. Especially my Instagram comments here. The exterior design wlks a fine line between the clean, geometric forms that defined classic Audis and the more swoopy, contemporary lines we’ve come to expect from modern premium sedans. The honeycomb grille, prominent front air intakes, and muscular fender flares create a more dramatic presence than the A4 ever managed.

Yet there’s something about the overall aesthetic that feels slightly derivative. It features hints of BMW’s angular flush door handles, touches of Korean design philosophy in the flowing roofline, and an abundance of piano black trim that already shows every fingerprint. Audi really loves their piano black by the way. It’s undeniably modern, but perhaps lacks the distinctive Audi character that made earlier generations instantly recognisable.

Step Inside

Step inside, and Audi’s commitment to technological advancement becomes immediately apparent. The Black Edition spec brings a wealth of premium features, including the brand’s latest curved display setup that spans much of the dashboard. The OLED technology delivers crips, vibrant graphics with true blacks that enhance both daytime usability and nighttime ambiance.

The interface is intuitive enough once you’ve navigated past the initial learning curve, though like most modern German cars, there are still a few too many menu dives required for simple adjustments. The head-up display is generous in size and information content, though it can become cluttered during spirited driving when you’re trying to focus on the road ahead.

Driving Dynamics

Here’s where the new A5 truly impresses. The steering, which has been a weak point for Audi in recent years, represents a quantum leap forward in terms of feel and feedback. The progressive rack and electronic assistance combine to deliver genuine communication from the road surface, something that felt almost foreign in recent Audi products. It’s not quite Porsche-level perfection, but it’s close enough to make enthusiastic driving genuinely rewarding.

The quattro all-wheel-drive system keeps the A5 planted with remarkable tenacity, even when pushing through corners on the Black Edition’s sizeable wheels and 20-inch tyres. Despite tipping the scales at over 1 800 kg, the lateral grip levels are genuinely impressive, and the car feels more balanced than the typically nose-heavy Audi’s of the past.

As I’ve alluded earlier, the engine provides adequate performance, though its clearly been tuned with efficiency and emissions compliance in mind. There’s noticeable lag in the lower rev range that requires a more committed throttle application than you might expect.

The seven-speed S tronic transmission does its job competently, shifting smoothly in automatic mode and responding crisply when using the paddle shifters. However, it occasionally hunts for the optimal gear in stop-and-go traffic, and the programming seems overly eager to shift up in the name of fuel economy.

Where does it fit in?

The A5 Black Edition carries a price tag of R1.28m position it at the premium end of the exectuvie sedan segment. That’s serious money in the current economic climate, and it places the A5 in direct competition with the BMW 330i and Mercedes-Benz C-Class AMG Line variants.

What you won’t get in Mzansi is any form of hybrid derivitve – regardless whether plug-in or internal. For those hoping to read about the S5 variant, you’ll have to exercise patience as it won’t be arriving in SA immediately.

We’ll share more on the 2025 Audi A5 range as we spend extended time with it.

The new Audi A5 Sedan is available at Audi Dealerships across South Africa. Pricing is as follows:

Audi A5 Sedan TFSI 146 kW S line: R 1,123,000
Audi A5 Sedan TFSI 146 kW Black Edition: R 1,166,800
Audi A5 Sedan TFSI 200 kW quattro S line: R 1,238,000
Audi A5 Sedan TFSI 200 kW quattro Black Edition: R 1,281,800

Q5 40 TDI and 40 TFSI Black Edition

Positioned above the Advanced trim level, the Q5 40 TDI and 40 TFSI Black Edition models are available in both SUV and Sportback body styles. Powered by efficient four-cylinder turbocharged engines, these vehicles pair with a seven-speed S tronic dual-clutch transmission.

Standard features on these models include the Black styling package, Black exterior mirrors, 20-inch alloy wheels, Matrix LED headlights, Technology package with MMI navigation plus and Audi connect, Deluxe package with panoramic sunroof, trailer hitch, comfort key, city assistance package, sport seats, electric folding mirrors, and more.

SQ5 TFSI Black Edition

For those seeking a sportier driving experience, the SQ5 TFSI Black Edition offers a potent combination of performance and luxury. Equipped with a 3.0-liter turbocharged petrol engine producing 260kW and 500Nm of torque, the SQ5 accelerates from 0 to 100 km/h in a claimed 4.9 seconds.

Exclusive to the SQ5 TFSI Black Edition are the Black styling package, Black exterior mirrors, 21-inch alloy wheels, Matrix LED headlights, Panoramic sunroof, Bang & Olufsen premium sound system, Comfort key, Audi phone box, Sport seats with electric memory adjustment, Adaptive air suspension sport and Park assist package

Pricing and Availability

The Q5 40 TDI and 40 TFSI Black Edition models are priced from R1,210,500 to R1,278,400, while the SQ5 TFSI Black Edition starts at R1,541,000. All models come with Audi’s standard five-year/100,000km service and maintenance plan.

Audi Financial Services offers various finance options, including Audi Assured, which guarantees the future value of the vehicle at the end of the contract term.

The Q6 e-tron boasts powerful electric motors and a cutting-edge lithium-ion battery, offering a range of up to 625 km on a single charge. Truth be told, that’s more than enough for most everyday commutes and road trips. And when you do need to plug in, the Q6 e-tron supports ultra-fast 800-volt charging, getting you back on the road in a flash. The real issue here, would be finding a charger in South Africa to fully take advantage of this charging speed.

As with recent models, Audi has proven that it isn’t just known for its performance; it’s also a leader in automotive lighting. The Q6 e-tron takes things a step further with the world’s first active digital light signature. This innovative system uses software and OLED technology to create a dynamic and customizable lighting experience. Not only does it look cool, but it also enhances safety by communicating with other vehicles and pedestrians on the road.

Inside, the Q6 e-tron’s interior is all about comfort and connectivity. With a spacious layout and ample legroom, it offers a luxurious feel for all passengers. But the real star of the show is the digital stage. This consists of a curved OLED display and a passenger display, providing intuitive control over the car’s features and infotainment system. This “digital stage” puts all the information you need at your fingertips, with an optional head-up display projecting key details onto the windshield. Audi’s voice assistant with AI support is also on board, learning your preferences and offering helpful suggestions along the way.

Elsewhere, the car uses recycled materials throughout its construction, minimizing its environmental footprint. Additionally, Audi is transforming its production facilities to accommodate electric vehicle production, ensuring a sustainable manufacturing process.

While there’s no confirmed date yet, the Audi Q6 e-tron is being considered for a South African launch sometime between Q4 2024 and Q1 2025. We’re holding thumbs for the former.

For 2023, Audi has decided to keep upgrades to the S8 simple, but prioritised those timeless yet futuristic elements without compromising any of the performance cues that draws the crowd, of any generation, to this masterpiece. This is my 2023 Audi S8 Review.

The Audi S8 is Audi’s flagship vehicle, a full-sized luxury saloon that may seem old fashioned in a world where SUV’s and alternative energy vehicles are the trend. What really makes the S8 stick, for lack of a better word, is the plethora of technology and that twin-turbo V8 engine baked into this land yacht. Sadly, while technology will stay abound, future A8 models will be fully electric, and be built on the Audi Grandsphere concept car. This is as the automaker is moving aggressively into the electric market, planning to launch only EVs starting in 2026 and end sales of vehicles with internal combustion engines by 2033.

For now, you’ll only find the S8 mated to the 4.0-liter twin-turbo V8 engine, which is good for 420 kW of power and 800 Nm of torque. Which is what we’re here for.

First Impressions Count

The 2023 Audi S8 sports a refreshed look, featuring updated front and rear styling that contribute to a more assertive aesthetic. While boasting the understated elegance expected of a luxury sedan, the S8 also demonstrates agility typically reserved for a sporty coupe. It strikes the perfect balance between sleekness and a powerful presence, unlike its competitors. The Mercedes S-Class appears overly sleek, and BMW’s 7 Series design direction seems, well, uncertain at the moment. The S8 stands out with its confident and refined silhouette.

Up front, the redesigned grille, now larger, incorporates less chrome for a more modern aesthetic. Its L-shaped accents complement the twin-turbo V8 better than the horizontal bars of the outgoing model. Above the grille you’ll find new signature headlights with Digital Matrix Lighting as standard. This uses 1.3 million micro-mirrors each measuring less than a 10th of a millimeter that Audi says can adjust five thousand times a second for precise adaptive dispersal of photons, which in turns ensures light gets projected in just the right areas for a comfortable drive for you and other motorists.

Once you make your way to the rear, you’ll notice that it gains a wider lower skirt, widening the visual stance and emphasizing the quad exhaust pipes, a clear differentiator from the standard A8. New OLED taillights mirror the segmented lighting from the front and adopt a distinct pattern when switched to Dynamic mode, subtly communicating your spirited intentions at night.

The S8 comes in at 5.1m long, just under 2m wide and 1.4m tall. Those number may seem intimidating but rest assured, it could perfectly fit in my standard house garage, while leaving plenty of room for me and my family to manoeuvre around it.

First Drive

The S8 exhibits a remarkable range of personalities. In Comfort mode, it glides effortlessly with the grace of a luxury yacht, shielding passengers from outside noise. This experience is enabled by an incredibly advanced active air suspension powered by the car’s 48-volt mild hybrid system. This technology allows the suspension to raise or lower individual sides of the car by up to 3 inches in mere milliseconds, reacting swiftly to potential impacts.

Beyond its reactive capabilities, the suspension actively keeps the car level over uneven terrain. Similar to high-end Mercedes models, a camera scans the road ahead, allowing the suspension to pre-emptively adjust for upcoming bumps and dips. This proactive approach effectively transforms speed bumps into gentle ripples and smooths out even the roughest surfaces. Unfortunately, this doesn’t make potholes disappear, we should all know the state of our roads by now. Additionally, the S8 automatically raises itself for comfortable entry and exit, further enhancing its user-friendliness. I feature I really never knew I needed until now. It is darn useful.

Each time I’m behind the wheel of the Audi S8 it reminds me of something special, and I just can’t figure out what it is.

To really get a feel for the Audi S8, we ventured to the North of Durban for a weekend escape. Its powerful twin-turbo V8 engine comes with an expected fuel cost. Here highway consumption came in at a respectable 9.6 liters per 100 km, city driving pushed that figure to over 19 liters per 100 km. However, the engine features cylinder deactivation to conserve petrol when coasting, seamlessly shutting down cylinders to improve efficiency.

Despite its impressive 2.3 ton weight, the S8 exhibits remarkable agility when switched to Dynamic mode. This transformation is orchestrated by a suite of advanced technologies, including an active suspension system, torque-vectoring rear differential, and all-wheel drive with four-wheel steering.

In Dynamic mode, the suspension and sway bars actively counteract body roll, allowing the S8 to navigate winding roads with exceptional composure. The torque-vectoring rear differential precisely distributes the power to the wheels for optimal grip and handling. Elsewhere, the four-wheel steering system maneuvers the rear wheels in the opposite direction of the front wheels at low speeds, enhancing agility and contributing to a surprisingly nimble feel for a car of its size.

At higher speeds, the four-wheel steering system adjusts both front and rear wheels in the same direction for improved stability and lane tracking.

It’s The Finer Things

The inside of the S8 is a great place to be in. Here, Audi has prioritised comfort above everything else. The seats feel amazing, and they spared no expense to the quality of materials used. The cockpit is less busy than that of the S-Class and better integrated than that of the 7 Series. If it weren’t for the Piano Black finishes, the interior design would easily be one of my ultimate favourites by far.

The infotainment system itself remains the dual-touchscreen setup Audi launched in 2019. It can connect wireless to Apple CarPlay and Android Auto and supports the Audi app. While responsiveness has improved, using the system still requires diverting attention from the road for way too long for my liking. To add to the frustration, essential functions like drive mode selection and hazard lights require multiple touches on a flush panel, lacking the immediacy of physical buttons.

After spending 7 days with the S8, it became clear that instead of revolutionizing the luxury sedan landscape, the Audi S8 confidently refines the formula. Unlike some of its competitors, it strikes a distinct balance between plush comfort and dynamic handling, catering to drivers who appreciate both. The S8 also integrates technology seamlessly, avoiding the sensory overload that can plague other options like the Mercedes-Benz S-Class.

While it may not lure SUV enthusiasts away from their spacious shuttles, the S8 stands out as a compelling choice within the luxury sedan segment. For discerning buyers seeking a blend of refinement, performance, and intuitive technology, the S8 deserves serious consideration.

Our test unit is priced at R3 029 100.

Enhanced Performance and Thrilling Speed:

The heart of the RS 6 Avant performance and RS 7 Sportback performance lies in their turbocharged 4.0-litre V8 biturbo TFSI engines. Audi has taken performance to the next level by incorporating larger turbochargers and increasing the boost pressure from 2.4 to 2.6 bar. As a result, these enhancements contribute to a remarkable 22 kW increase in engine power and an additional 50 Nm of torque compared to their base versions. The total power output now reaches an impressive 463 kW, while torque surges to 850 Nm. With these improvements, the performance models can sprint from 0 to 100 km/h in just 3.4 seconds, a 0.2-second improvement over their predecessors.

Unleashing the Sound Experience:

Audi believes that less can sometimes be more, which is why the RS 6 Avant performance and RS 7 Sportback performance offer an enthralling sound experience through reduced insulation between the engine compartment, interior, and rear of the vehicle. This thrilling sound comes with the added benefit of shedding eight kilograms of weight, making the vehicles even more agile. The RS 6 Avant performance weighs 2,090 kg, while the RS 7 Sportback performance comes in at 2,065 kg.

Enhanced Driving Dynamics: The New Self-locking Centre Differential

To maximize driving dynamics, Audi has introduced a new self-locking center differential in these performance models. The power generated by the 4.0 TFSI engine is transferred through an eight-speed tiptronic transmission to the quattro permanent all-wheel drive system. The mechanical center differential distributes engine power to the rear axle in a 40:60 ratio. In situations where slippage occurs, the differential automatically transfers more torque to the axle with better traction. This system allows up to 70 percent of the power to flow to the front axle and up to 85 percent to the rear axle. The self-locking center differential is not only lighter and more compact but also improves driving dynamics, providing more precise cornering and reducing understeering at the handling limits. Passengers will experience a more agile and responsive driving experience overall.

Exquisite Design and High-performance Wheels:

The new RS 6 Avant performance and RS 7 Sportback performance models exude elegance and power with their 22-inch matte titanium grey, diamond turned wheels. These lightweight wheels, manufactured using a high-tech forging-milling process, are approximately five kilograms lighter than the previous 22-inch aluminum wheels found on their predecessors. Apart from the standard wheel design, Audi offers various finishes, including burnished glossy metallic black, matte black, and matte neodymium gold. The 5-Y spoke design of the wheels aids brake cooling, while high-performance Continental “Sport Contact 7” 285/30 tires further contribute to reduced weight and improved grip on both dry and wet surfaces. With these enhancements, the vehicles exhibit precise handling and achieve up to a two-meter shorter brake path when decelerating from 100 to 0 km/h.

Customizable Driving Experience:

The Audi drive select dynamic handling system allows drivers to tailor the vehicle’s characteristics according to their preferences. With six available profiles—efficiency, comfort, auto, dynamic, RS1, and RS2—the performance models offer a range of driving experiences. Notably, the updated performance models feature refined software that delivers tighter load changes in S mode when the “dynamic” drive select mode or driving mode S is active, enhancing the overall emotionality of the driving experience. Additionally, the transmission control unit’s updated software results in faster shifting times and a more noticeable differentiation between the driving modes.

Exterior and Interior Styling:

The new RS 6 Avant performance and RS 7 Sportback performance models come in a variety of stunning exterior colors, including metallic and matte Ascari Blue and matte Dew Silver. These performance models are equipped with standard RS exterior components in matte grey, such as exterior mirrors, front spoiler, front side flaps, side sill inserts, roof rails, and trim on the side windows and rear diffuser. Customers can choose an optional matte carbon/black styling package, which features black roof rails and trim on the side windows. The Audi rings and model name can be customized in chrome or black, adding a touch of personalization.

Inside the cabin, the RS design packages have been expanded to include a new blue color option, alongside the existing grey and red variants. The steering wheel rim, floor mats, side of the center console, selector lever cuff, and seat belts feature blue contrasting stitching, enhancing the sporty ambiance. The sports seats are upholstered in high-quality Valcona leather perforated with honeycomb stitching and contrasting stitching in Mercato blue. The decorative inlays showcase a carbon twill structure with optional blue accents. Notably, the front doors display an entrance LED that projects the “RS performance” lettering onto the ground, adding a touch of exclusivity.

Cutting-Edge Technology:

The standard 12.3-inch Audi virtual cockpit plus boasts new features, including a blinking shift indicator in manual transmission mode. This indicator, reminiscent of motorsport, changes the rpm display from green to yellow to red, signaling the optimal time for gear changes. Another innovative feature is Launch Control, which optimizes acceleration from a standstill, ensuring the RS 6 Avant performance and RS 7 Sportback performance reach their full potential. Furthermore, the updated virtual cockpit now includes traffic light icons, providing the driver with precise information about when to accelerate at traffic lights.

Pricing and Availability:

The Audi RS 6 Avant performance is priced at R 2,332,700, while the Audi RS 7 Sportback performance is priced at R 2,444,500. The prices mentioned include the optional 5-year/100,000km Audi Freeway Plan. Customer deliveries in South Africa will commence in July, with the public having the opportunity to experience these remarkable vehicles at the Audi driving experience starting from September 2023.

In this article, we’ll explore what it’s like to use Mzansi’s first and only 200 KW EV charger found at the Mall of Africa for the first time. In case you missed it, Audi Southern Africa installed the charger.

First of all, it’s important to note that not all EVs are compatible with a 200 kW charger. This type of charger is typically only compatible with high-end models, such as Tesla’s Model S and Model X. Seeing that we don’t have those models locally, the charger is only compatible with the likes of the Audi e-tron GT, BMW ix, BMW i4 M50, Porsche Taycan and this Mercedes-Benz EQS we used for this test. So, if you own a different type of EV, you may need to find a different charging solution with a much lower output.

Assuming you do have a compatible EV, finding and using this 200 kW charger at MOA for the first time can be a bit intimidating. These chargers are significantly more powerful than most charging stations, so it’s important to be cautious and follow the instructions carefully.

The first thing you’ll need to do is to find the charging station. We drove quite a bit around Mall of Africa trying to locate this charger. The thing is, on the respective portals either from Gridcars and Rubicon, there are no clear instructions on which entry or parking level the charger can be found which is rather frustrating. After calling the Rubicon help desk, and another call back from them, we found the charger at Level 2D parking, which leads you straight to the Woolworths entrance. The charger is located on the far left upon entry. The charger itself is huge, and you can’t miss it. It is clad in black classic Audi branding. All of this, and the placement is rather distracting and odd in a dark corner. But we bet the placement makes sense from an engineering perspective. Once you’ve found the station, you’ll need to park your car in the designated charging spot and connect the charger to your vehicle, tap your recharge card and you’re good to go.

One of the benefits of a 200 kW charger is that it can provide a full charge in as little as 30 minutes, depending on your EV’s battery capacity. This means you’ll have plenty of time to grab a cup of coffee or stretch your legs while your car charges. Fortunately, I quickly had to dash to the Game where I needed to stock up on loadshedding essentials.

While waiting for your car to charge, you may notice that the charger makes a bit of noise. This is completely normal and is just the sound of the charger’s cooling fans working to keep the system cool. The charger also has a display that shows the charging progress, so you can keep an eye on how much longer your car needs to charge.

After about 34 minutes, my Mercedes-Benz EQS 450+ was charged from 99km to 580 km. Which is impressive and rather satisfying given my experience with EVs in Mzansi. Once your car is fully charged, the charger will automatically stop supplying power to your vehicle. You can then unplug your car and be on your way.

Overall, using a 200 kW electric vehicle charger for the first time can be a bit daunting, but it’s a relatively straightforward process. With the ability to charge your car in just 30 minutes, a 200 kW charger is a game changer for those who want to minimize the amount of time spent charging their EVs.

For perspective, the EV battery of an e-tron GT can be recharged within 15 minutes here.

In addition, Audi South Africa, in partnership with Rubicon, has brought 43 additional electric vehicle (EV) charging stations online across the country. These chargers can accommodate a total of 57 EV cars simultaneously, at varying capacities, regardless of model or brand ownership. 

The  infrastructure investment comprises four 100kW (DC), eight 60kW (DC), five 25kW (DC) and twenty-five 22kW (AC) fast EV charger installations at convenient locations across the country.

The newly added 43 chargers are spread across the provinces as follows:

That V6 has all the right notes

Audi’s 3.0-liter TFSI V6 petrol engine and 8-speed Tiptronic gearbox are familiar from elsewhere in the automaker’s lineup; so, too, is the quattro all-wheel drive. That’s no bad thing. Here, the 260 kW and 500 Nm of torque offer a welcome uptick over the standard Audi Q5 with its 2.0-litre four-cylinder – enough so for a 0-100 km/h sprint time of 5.4 seconds.

Some extras pay off

The regular Q5 feels adequate, if not exactly bubbling over with enthusiasm. Think family stalwart – reassuringly steady and balanced – with suspension on the firm side. For the SQ5 SUV, the R19,200 S sport package adds adaptive air suspension and a rear differential, allowing for more flexibility in the dynamics. Comfort mode, as a result, actually feels more cosseting than in the standard Q5 because Audi can dial in some extra compliance.

On the flip side, Dynamic mode – Audi-speak for what other manufacturers might call Sport – tamps down on SUV body roll and leaves the Audi SQ5 far more poised and eager. This isn’t one of Audi’s most beastly RS-badged models, but there are more opportunities for smiles as the combination of low-rev torque and compliant, predictable handling builds your confidence. Even the 21” wheels – part of the R30 500 wheel package and replacing the standard 20” – don’t take much of a toll, with the horrors of all but the most wretched asphalt kept at arm’s reach.

You’ll love the tech inside

Here, Audi’s aesthetic is holding up nicely. Ambient lighting helps lift what could otherwise be a sober interior, the glitter of the Carbon Atlas trim inlays are a little subdued next to the black leather and Dynamica faux-suede surfaces. A 10.1” touchscreen is standard, with wireless Apple CarPlay and Android Auto support, plus the optional panoramic glass sunroof, rear privacy glass, Audi’s pre-safety suite of active safety tech, and both blind-spot and rear cross-traffic warnings.

It’s all very familiar if you’ve been in any other semi-recent Audi, though, I prefer it when the automaker integrates the infotainment screen into the dash: the Audi SQ5’s panel looks a little like an afterthought.

Add more extras if you want to

Things, though, do get expensive if you want the best the SQ5 has to offer. Though it starts at R 1,208,000, one of the packages, with niceties like the virtual cockpit, OLED taillights, 360-degree camera, heads-up display, navigation, adaptive cruise control, Matrix LED headlamps, City Assistance package, adaptive cruise control and Bang & Olufsen premium sound add more than R200,000.

Tread carefully

At that point, you’re in Porsche Macan S territory, and that’s a sporting benchmark the SQ5 SUV can’t quite match. Audi’s SUV is definitely warmer and more enthusiastic than the standard Q5, but the Macan still best it both there and in badge prestige.

Audi’s Q5 range is a little odd. Though the SQ5 SUV is undoubtedly the clearest vision of sportiness – and the most expensive.

Outright power and speed aren’t everything, of course, and the SQ5 SUV’s charming design counts for a lot. Restrain yourself in the options and Audi’s overall package feels more than the sum of its parts. Almost all of the practicality of an SUV, with enough to keep an enthusiast driver engaged. There’s plenty here to like.

We’ve listed five of our favourite features;

Goodbye side mirrors, hello OLED

Cameras in place of side mirrors have been a mainstay of concept cars for years now, but Audi has brought them to a production vehicle. The e-tron’s Virtual Side Mirrors do away with the chunky appendages all other cars sport, replacing them with cameras mounted on slender metal stalks.

On the inside of the car, mounted at the junction of the A-pillar, the door trim, and the edge of the dashboard, there’s a 7-inch OLED screen embedded. That beams a real-time picture from the external cameras. However, because it’s all digital, Audi can switch up what’s shown depending on the situation. When you’re parking, for instance, the e-tron can show you a different view compared to when you’re on the highway.

The upshot isn’t just aesthetic, though the electric SUV does look good without traditional mirrors. Audi claims the virtual mirrors help cut drag by between 2- and 7-percent, leaving the EV more aerodynamic as a result. That should pay dividends when it comes to range.

Now for the bad news. The Virtual Side Mirrors will be offered as an option here when the e-tron launches. If it were up to me, I’d make them standard, and the traditional glass mirrors an option.

But wait, there are more screens

Audi led the game when it came to replacing analog instrumentation with digital, and the Virtual Cockpit unsurprisingly makes an appearance in the Audi e-tron, too. The driver gets a widescreen LCD panel to show speed, media information, and a full-screen map if they choose. In the e-tron it also has special EV graphics, showing things like battery charge and range.

In the center stack, meanwhile, just about everything is controlled by a pair of touchscreens. Audi calls it MMI touch response, and it’s the same infotainment system as we’ve seen used in the A8 and Q8.

The upper display is the larger of the two, and the e-tron uses that for navigation and multimedia. Like the Q8 and A8 it is fully connected, capable of tapping into cloud-based voice recognition along with local processing. It’s also where you access your paired phone. New for the e-tron are EV-related menus, showing information like how far the remaining charge will take you, which driving mode you’re in, and even how you could coax more km out of the battery if you turn off the climate control or other electronics.

The lower screen handles cabin comfort and text entry. It’s where the e-tron’s air is all managed from, including the heated and cooled seats, and heated steering wheel. Audi also uses it to show a QWERTY keyboard, but as we saw in the A8 you can also sketch out words with your fingertip and have handwriting recognition decipher them.

There are still some physical controls

The e-tron doesn’t have a transmission, and so Audi’s gear selector has a straightforward job. A simple slider switches the SUV between drive, neutral, and reverse. There’s a button for park.

Given those minimal controls, the size of the selector itself might seem unexpectedly big. That’s because the leather-topped surface is designed to be a wrist-rest, supporting your forearm as you tap and swipe at the lower touchscreen.

On the steering wheel, meanwhile, are buttons which can control most of the electronic features without you having to relinquish the helm. That includes switches to page through the Virtual Cockpit panes, shortcuts for the phone and voice control, and a mappable key that can be assigned to the driver’s choice of features. Cruise control is managed with a separate stalk behind the wheel.

Green motoring can be luxurious, too

You might be saving the planet with your zero-emissions SUV, but that doesn’t mean you have to suffer a hair-shirt cabin at the same time. Audi is among the best when it comes to interior trim, fit, and finish, and the e-tron is no different. Expect real brushed aluminum along with Valcona leather, in among the piano-black trim.

LED pinstripes with customizable colours certainly fits with the e-tron’s personality, though the ambient lighting is a cost option. As is, in fact, contrasting colours – like bright orange – to the leather seat stitching. Audi says it’s meant to look like tracks on a circuit board. We see the vision.

That may be subtle, but the Bang & Olufsen 3D surround sound system shouldn’t be. Its 16 speakers are also optional, though we suspect many e-tron drivers will take advantage of the relative hush of the SUV’s cabin to enjoy their favorite tracks.

Surely, electric means practical

The Audi e-tron should really put the “Utility” in SUV when it launches: after all, there are some core architecture advantages when you use electric motors rather than an ICE drivetrain. Even though you’re getting Audi’s quattro all-wheel drive, without the driveshaft running the length of the vehicle as you’d find in, say, a Q7, the whole floor of the cabin can be flat.

That pays dividends for legroom, particularly when you consider just how much interior space e-tron occupants are getting. Although the wheelbase is similar to that of the Q7, Audi opted to only fit two rows in the electric SUV. That may mean seating for five at most, rather than the seven you’ll get in a Q7, but it does leave them riding in far greater comfort. You should see the ample boot space.

Wrap-up

There’s no denying that the Audi e-tron is shaping up to be an interesting addition to the electrification options out there. Right now, the biggest questions we have are how many units will Audi move.

The chargers will be among the fastest options for electric car owners to top up their batteries in Mzansi. They’ll range from 22 kilowatt (kW) to 150 kW, location-depending, though of course the EV itself will need to support such rapid rates in order to make the most of that.

Still, if you have the right car and the right charger, the pace of topping up the battery is considerable. Audi South Africa says that its very own e-tron 55 (with a 95kWh battery) will charge from 10% to 90% in approximately 30 minutes when using the 150 kW super fast charger. Access to the chargers will be available to any EV owner with a GridCars account, as long as you have the correct adapter.

Audi South Africa has gone further to give a detailed breakdown on where the charging stations will be installed and what capacity they will have;

• Four 150kW (DC) ultra-fast charging stations, enabling +/- 340km in 30 minutes. These are planned for placement along major highway routes such as the N1, N2, N3 and N4.

• Five 80kW (DC) fast charging stations, enabling +/- 185km in 30 minutes, also planned for location on major highway routes such as the N1, N2, N3 and N4. One of these chargers will close a long-standing gap (Richmond) in the route between Johannesburg and Cape Town.

• Twenty-four 22kW (AC) fast charging stations, enabling +/- 100km in about one hour, at public lifestyle and recreational venues across the country and as part of Audi’s destination charging strategy.

Overall, there’ll be 33 chargers spread across those locations. They’ll contribute to the roughly 70 fast chargers across around 70 locations that GridCars says it should have operational by the end of next year.

Sometimes it takes the unexpected to really get the true measure of a car, but you can’t say the 2022 Audi e-tron shies from a challenge. First in what the automaker expects to be a whole series of “e-tron” branded electric vehicles, the new SUV isn’t just attempting to demonstrate that established car companies can keep up with new tech, but to change the conversation on what’s important when it comes to EVs. An impromptu weather test was just a bonus during our time with it.

The Audi e-tron 55 is a deceptively compact SUV, at least from the outside. The fact that the standard air suspension can drop the e-tron by up to 2 cm– or raise it by up to 5 cm – only accentuates that. The crisp lines and bold “Singleframe” grille leave it looking handsome and elegant, but don’t stray so far from the rest of Audi’s range as to be off-putting for those considering their first EV.

Inside, though, the benefits of electric drivetrain packaging – which puts a motor on each axle, with no mechanical link between the two – means the cabin is more spacious than the footprint would suggest. Not only is there room for five, but those in the back won’t feel too cramped; cut-outs in the footwell mean their knees won’t be up by their ears, either. There’s ample space for their luggage too.

The e-tron’s cabin is a decidedly pleasant cabin to be in, too. Audi has eschewed its usual entry-level trims, in favor of only offering advanced and S line trims. That means you get power leather seats with heating as standard, along with a Bang & Olufsen 3D audio system, navigation on the twin-touchscreen infotainment system, a power tailgate, Virtual Cockpit instrumentation, 360-degree camera, four-zone climate control, wireless CarPlay and Android Auto with wireless phone charging, and a panoramic sunroof.

That’s on both the R1 990 000 e-tron quattro advanced and the R2 045 000 S line. Additional features include adaptive cruise control, together with a head-up display, fancier leather and seat massage, and power door closers.

Audi Connect is included, too, which means things like live parking information integrated into the dashboard, along with support for the automaker’s smartphone app. From there, you can remotely monitor and schedule charging, set the in-car ventilation, and begin and end vehicle charging.

It’s also possible to set up a navigation route on your phone and then wirelessly transfer that to the car’s system, complete with suggested stop-off points for charging. You can set what level of charge you want to end the trip with and opt to only see the fastest charging stations. Mzansi chargers don’t show on the vehicles yet, something we hope to see in the future soon. New e-tron buyers get complimentary first year membership to Gridcars charging network and charging portal.

EV range is a huge source of anxiety for some drivers, not to mention a key factor by which each new model tends to be judged. After all, how far you can drive between charges can be the difference between an electric car being practical or out of the question. Audi, though, wants to reframe that discussion.

Tune in to my podcast session with Audi South Africa on how exactly they plan to do this after the jump.

First things first: no, the 2022 e-tron doesn’t have class-leading range. Its 95 kWh battery is rated for anything between 369 km and 440 km, in no small part because Audi reserves about 12-percent of the total capacity for future longevity. On paper, that puts it on par with luxury EVs like the Jaguar I-PACE and BMW IX xDrive 40.

Audi’s argument is that, while range may be important, rate of charging is equally so. As soon as you have to factor in at least one stopover point in your trip, because your electric car doesn’t have the juice to make it uninterrupted, the speed at which you can replenish the battery becomes just as vital. Take that into consideration, and those rankings start to look quite different.

Batteries don’t necessarily charge at a steady rate. In fact, there are lots of factors which affect recharging speed: what level you’re starting out from, the temperature of the battery, and the power of the charger itself, among other things. Shifting an EV from 20-percent to 40-percent charge could take a fraction of the time that going from 60-percent to 80-percent would. Logic, right?

This all means that, with the most powerful charging input that the e-tron supports you’ll be able to continue taking in pretty much maximum power until around 80-percent total charge. Rival electric vehicles, in contrast, can start to taper off from their peak charger input from 40- to 50-percent total charge. Which prolongs your charging time.

Audi’s boast is that, with a 10-minute charge on a fast charger – such as those being installed across Mzansi by Gridcars – you can add about 30 km of range. You’ll need to find such a charger first, mind. Though you should probably consult the live map to see if one is actually near you.

Of course, the irony is that charging while on the road actually accounts for only a small portion of the time an EV spends plugged in. The vast bulk of charging takes place at home or at a place of work. On a Level 2 charger, which Audi includes with the purchase of the car, the e-tron will take about nine hours until it’s full.

When Audi allocated time for us out to take the e-tron, we took it on a road trip from Sandton to Parys, it probably expected sunshine. What it actually got was two very different days of weather. The Audi was facing sleet, rainstorms and sunshine highs of 31 degrees.

Combined with a challenging route, the trip actually proved to be an ideal test to see just how the e-tron would handle unpredictable real-world conditions. This wasn’t a time for hypermiling to get the maximum range from the battery, or indeed an opportunity to coddle the electric SUV.

The total drive worked out to 280 km, and so I had baked in a stop at a recently opened Gridcars charging station.

The e-tron does not feel like an electric rocket ship. 0-100 km/h arrives in 5.7 seconds, assuming you’ve put it in Sport mode. Top speed is an electronically limited 200 km/h.

But how does it drive? It drives like an Audi SUV. Stable and poised, eminently familiar if you’ve been behind the wheel of a recent Q3 or Q5. It’ll tow 1800 kg too, a little shy of the Q5’s maximum rating. The electric Quattro system had no trouble with the wet conditions. Not as eager or firm as an I-PACE, but the fit and finish puts both Jaguar and BMW to shame.

Audi is explicitly not chasing the first wave of electric car buyers. Instead, its target is those who might walk into a dealership looking for an internal combustion SUV, but then be tempted by something electric instead. That has led to a couple of decisions that might seem strange to those familiar with EVs.

Audi offers three levels of regenerative braking, thought by default the e-tron handles that all itself. If you want to get involved, you can use the steering wheel paddles to toggle through everything from coasting, where the motors are disconnected and the SUV just glides, through to higher levels that feel more like engine braking in a manual transmission ICE car.

Still, Audi knows its audience well, probably better than I do. The 2022 e-tron comes with an 8 year, 160,000 km warranty on the battery.

More options in the electric vehicle space can only be a good thing. Similarly, more options from established automakers transitioning from ICE cars will only improve the segment. Does the e-tron have the longest range, the best performance, or the most high-tech features? No, but it does offer realistic range, a comfortable driving experience, and the reassurance of Audi’s four rings on the front.

That’s going to be essential for selling EVs to more than just early-adopters, and moving electrification further into the mainstream. In the process, there needs to be more discussion around the full extent of factors which shape electric car ownership. Not just range, but how we charge and where we charge.

If you’re a Tesla fan, that might sound like old news, much in the same way that the Audi’s range might seem underwhelming. It’s easy to sit at the bleeding edge and forget that the majority of people aren’t quite where you are – or willing to take the risk on a relatively new automaker, with all the potential servicing and other headaches that can come with that. For many, it’ll take a familiar brand to get them past that final hurdle where considering battery-electric is realistic.

That doesn’t make the 2022 e-tron perfect, but it does mean it fits just right into the automaker’s line-up. Audi has made the Audi of EVs, and for its owners that’s everything they’ve been waiting for.

All images by Mothusi Molete

We recently spent a decent amount of time with the new Audi R8 and what follows is our list of 5 reasons why you need it in your garage. Pandemic or not.

Guaranteed no supercar sweats

I can explain what supercar sweats are. You’ve probably heard the automotive press expound exponentially on the concept of ‘range anxiety’ as it applies to electric cars, but what of the ‘supercar sweats?’ You know, that feeling that descends on almost every exotic owner when called upon to park, navigate traffic, or go on a drive that lasts longer than a quick jaunt to the local show ‘n shine?

After all, asphalt-scraping, bone-jarring suspension setups, blind spots the size of a refrigerator, and the constant danger of reckless drivers zooming from two lanes over to snap a photo while hanging inches off the bumper are hazards anyone who elects to daily drive their six-figure sports car regularly face.

But not in the 2021 Audi R8. This is perhaps the friendliest 331 km/h coupe on the planet.

You can call it a baby Huracán

Underneath its Teutonic skin of the 2021 Audi R8 rides the same platform used by its Italian sibling, the Lamborghini Huracán, a car that is similarly easy-to-drive although not nearly as worry-free as the Audi for a number of reasons (in particular its ditch-digging chin and less-ergonomic cockpit and sight lines).

This all-wheel drive, ten-cylinder teardrop of aluminium and steel manages to circumvent standard supercar stress by applying a thick veneer of civility over top of its nimble, apex-predator bones.

Power to brag about

Lurking under the two-seat coupe’s expansive rear deck is a 5.2-liter V10 engine that pushes out 449 kW of power and 560 Nm of torque, a motor that can count the brand’s successful GT3 race car program as part of its development lineage. Matched with a standard seven-speed dual-clutch automated manual transmission, the net effect is startling acceleration and a seemingly limitless top end.

The R8’s Drive Select system also let me dial its magnetically-adjustable suspension system from Comfort to Auto to Dynamic anytime I pleased, but I found myself living almost exclusively in the stiffer, louder world of Dynamic, which also held each gear longer and amped up both exhaust volume and the explosiveness of each gear shift.

100 km/h comes in quick-quick

With all four wheels scrambling for traction in a straight-line thrust the R8 launches to 100 km/h in just 3.1 seconds. The carbon ceramic brakes were surprisingly easy to modulate, which is not always the case when mashing these hardcore binders in a street setting.

Nonetheless, the Audi R8 Coupe proves itself to be just as adept at handling the curves as it is blowing the hands off of your elegantly-crafted pocket stopwatch. I was fortunate enough to sample the Coupe’s chassis tune through parts of the Golden Gate Mountains, flying low over freshly-tarred sections of the Golden Route with a frenetic grace typically reserved for park rangers.

All the while, the V10’s sonorous exhortations rang out immediately behind my head, adding extra tang to an already visceral top-down experience.

Its great for long journeys too

Still, as relentlessly quick and competent as the 20121 Audi R8 Coupe was during our time together, it was the fact that I was able to live with the car on an extended rural road trip that impressed me more than almost anything else.

With hundreds of kilometres of driving on the odometer, split fairly evenly between open interstate and sinuous secondary roads, I never left the driver’s seat feeling as though I’d just gone 10 rounds as a sparring dummy. Seats were both receptive to my long torso and heated to take some of the night time chill out of the cabin, and once you get used to the all-in-one-place display offered by Audi’s Virtual Cockpit gauge cluster it quickly becomes second nature to keep tabs on navigation, entertainment, and mobile device settings.

Finally, Audi’s engineering team got the R8’s ride height exactly right, as I never had any uncomfortable encounters with speed bumps, driveway angles, or protruding curbs.

In closing, its worth noting that the Audi R8 Coupe is able to offer exotic-level everything combined with the daily affability of an S5 cabriolet is an achievement few, if any, of its peers can claim.

The R8 Coupe is priced from R3 336 000.