Audi has yet to confirm the production Audi e-Tron GT’s power output,
though the concept car’s (pictured) two electric motors were said to develop a combined total of 582bhp.
This, Audi claimed, allowed the car to have a supercar-esque 0-62mph time of approximately 3.5 secondsCheck it out & Contact us and an electronically-
limited top speed of 149mph.
What is the Audi e-Tron GT’s range?
Assuming the e-Tron GT will have a comparable range to the concept car that previewed it,
the pure-electric Audi should have an advertised range of around 248 miles on a
The concept’s rapid charging credentials should also make it to the production car; the e-Tron GT concept can recharge to 80% of its “more than 90kWh” battery capacity in 20 minutes (via a 350kW ultra-fast charging point),
which equates to roughly 200 miles of range. It also has wireless charging compatibility, Audi claims.
What tech does the Audi e-Tron GT have?
Going on the specs of the concept car,
buyers of the e-Tron GT will likely be able to fully load it with Audi’s most advanced technology.
As well as the wireless and ultra-fast charging capabilities,
the e-Tron GT is also expected to be available with extremely bright Matrix Laser headlights and a carbon ceramic regenerative
When does the Audi e-Tron GT go on sale?
but it has confirmed the vehicle will enter production in late 2020
with first deliveries of customer cars scheduled to begin in early 2021.
How much will the Audi e-Tron GT cost at launch?
Prices for the Audi e-Tron GT won’t be revealed until closer to launch,
though it’s rumored the car could start at around £100,000.
Alberto Ascari, Juan Manuel Fangio, and Nina Farina after the British Grand Prix in 1952, Between them they won the first eight drivers’ championships Getty Images Enlarge RELATED LINKS Feature: Deaths in Formula One Feature: Formula One glossary Feature: A timeline of Formula One
Formula One (the formula in the name refers to a set of rules to which all participants and cars must comply and be originally and briefly known as Formula A) can trace its roots back to the earliest days of motor racing, and emerged from the buoyant European racing scene of the inter-war years. Plans for a Formula One drivers’ championship were discussed in the late 1930s but were shelved with the onset of World War Two.
There was no shortage of privateers – drivers who operated on their own and who bought and raced their own cars. Nevertheless, the formula was dominated by major pre-war manufactures such as Alfa Romeo, Ferrari, Maserati, and Mercedes Benz. Although Giuseppe (“Nino”) Farina won the inaugural title, the key driver in the 1950s was Juan Manuel Fangio who won the drivers’ championship in 1951, 1954, 1955, 1956 and 1957 with five different manufacturers.
The cars made considerable technological advances. The first seasons were run using pre-war cars like Alfa’s 158. They were front engined, with narrow-treaded tires and 1.5 liters supercharged or 4.5 liter normally aspirated engines. When Formula One regulations returned in 1954 engines were limited to 2.5 liters. Mercedes Benz made major developments until they withdrew from all motorsports in the aftermath of the 1955 disaster at Le Mans. In the late 1950s, Cooper introduced a rear-engined car and by 1961 all manufacturers were running them. As an added incentive for the teams, a constructors’ championship was introduced in 1958.
An era of British dominance was ushered in by Mike Hawthorn’s championship win in 1958, although Stirling Moss had been at the forefront of the sport without ever securing the world title. Between Jim Clark, Jackie Stewart, John Surtees, Jack Brabham, Graham Hill, and Denny Hulme, British and Commonwealth drivers won nine drivers’ championships and British teams won ten constructors’ titles between 1962 and 1973. The iconic British Racing Green Lotus, with a revolutionary aluminum-sheet monocoque chassis instead of the traditional space-frame design, was the dominant car, and in 1968 the team broke new boundaries when they were the first to carry advertising on their cars.
In 1970 Lotus’ Jochen Rindt won the drivers’ championship posthumously, the only man to do so, underlining the continuing risks. His replacement as Lotus’ No. 1, was young Brazilian Emerson Fittipaldi, he then split the next four championships, with Jackie Stewart taking 1971 and 1973 for the new Team Tyrrell and Fittipaldi 1972 and 1974.
The cars became faster and slicker – Lotus again were the innovators when they introduced ground-effect aerodynamics that provided enormous downforce and greatly increased cornering speeds – by the early 1970s the days of private entries were all but over as the costs of racing rocketed. Not only that, with the advent of turbocharged cars, speeds and power also raced ahead.
Safety remained a concern – Stewart retired on the eve of what would have been his final race following the death of his close friend and teammate Francois Cevert in practice ahead of the 1973 US Grand Prix. In 1975 Fittipaldi refused to drive in the Spanish Grand Prix which was stopped after 29 laps when a car plowed into the crowd, killing four spectators.
In the early 1970s, Bernie Ecclestone rearranged the management of Formula One’s commercial rights, turning the sport into a billion-dollar global business. In 1971 he bought the Brabham team and so gained a seat on the Formula One Constructors’ Association (FOCA) and in 1978 became its president. Until Ecclestone, circuit owners controlled many aspects of the sport; he persuaded the teams of their worth and the value of negotiating as a coordinated unit.
In 1979 FISA (Fe’ de’ration Internationale du Sport Automobile) was formed and almost immediately clashed with FOCA over revenues and regulations. Matters deteriorated to the extent FOCA boycotted a race and threatened a breakaway (tactics that were turned on Ecclestone years later). In return, FISA removed its sanction from races. An uneasy truce came with the 1981 Concorde Agreement.
In 1980 Alan Jones and the Williams team dominated and in 1981 Nelson Piquet took the title by one point with victory at the U.S Grand Prix. 1982 seemed set to be centered on a rift between Ferrari’s Gilles Villeneuve and Didier Pironi but Villeneuve was killed at Zolder. Two months later, in practice for the German Grand Prix, Pironi was so badly injured that he never raced again.
From then on turbos, which first appeared in 1977, came to rule the roost. Piquet won his second title in 1983 with Brabham, and Lauda’s half-point win in 1984 heralded the start of a period of dominance by McLaren in which they won the drivers’ title in seven out of eight years with Alain Prost and Ayrton Senna. The team’s zenith came in 1988 when they won 15 of the 16 races but for the following season turbos were banned, and the relationship between the two drivers deteriorated rapidly.
To combat the phenomenal power of cars, restrictions were brought in and eventually, turbochargers were banned altogether in 1989. In the 1980s electronic drivers, aids began to emerge (again Lotus were at the forefront) and by the early 1990s, semi-automatic gearboxes and traction control were a natural progression. The battle between new technology and the desire of the FIA to counter accusations that the drivers were increasingly less relevant than the boffins, raged throughout the next two decades.
But purists continued to argue the race was more about the technicians and designers than drivers, and like many other sports, a few teams dominated. McLaren, Williams, Renault (formerly Benetton) and Ferrari won every World Championship from 1984 until 2008. The soaring costs of Formula One widened the chasm between the big four and the smaller independents. Between 1990 and 2008 28 teams came and went, few making more than an ephemeral mark.
From 2000 manufacturer-owned teams returned with success – McLaren the exception – as Renault, BMW, Toyota, Honda, and Ferrari dominated the championship, and through the Grand Prix Manufacturers Association (GPMA) they negotiated a larger share of Formula One’s commercial profit and a greater say in the running of the sport. The global expansion of Formula One continued with new races in lucrative markets in the far and Middle East.
Schumacher’s retirement in 2006 coincided with the sport again becoming more competitive on the track, but increasingly the headlines were dominated by behind-the-scenes politics.
Teams seemed to be on the verge of breaking away from F1 almost every year, scandal blighted officials and many believed Ecclestone and FIA chief Max Mosley had been around too long for the sport’s good. The nadir came late in 2009 when it was revealed that Nelson Piquet Jnr had been ordered to crash at the 2008 Singapore Grand Prix for the benefit of his team-mate. Renault boss Flavio Briatore was subsequently banned, but it was yet another blow Formula One could have done without.