Several owners of Audi's first electric model, the e-tron, have had to replace the rear motor and differential on cars with moderate mileage. Why is this happening, and can it be prevented?
The Audi e-tron was Audi's first commercial electric model. It gave the market a signal that the Volkswagen Group was ready to electrify its car fleet. The year was 2019. With tax and duty exemptions, the electric Audi became widely available in Norway. For the same price as a mediocre station wagon, you could get a large and pompous Audi SUV the size of an Audi Q7. Today, according to Elbilstatistikk.no Over 30000 Audi e-trons have been registered (50 and 55 ed. note). The figure includes both cars distributed via brand dealers and parallel imports.
Audi e-tron 55
A known issue
I could easily pick out 10 ads on Finn.no where it was stated that the e-tron's rear motor had been replaced. Probably the tip of the iceberg. The car with the lowest mileage only had 66000 km on the odometer. I also find the problem discussed in posts on online forums. An American Audi owner had to pay $10700 to fix the car. A Norwegian car seller quoted 100000 kroner – another 110000 kroner. The amount is not of great interest at the moment, as most cars sold in Norway are still under new car warranty. The high price will probably raise more concern as the warranties expire. In the US, Audi has extended the warranty period for this specific problem. Perhaps Audi will do the same in Norway – at its discretion.
Coolant on the way out
In short, the problem occurs after coolant leaks around the rear engine. The leak occurs at a sealing ring. The engineers at Audi have actually foreseen a problem with excess water (coolant and/or condensation) and made a container on the underside of the engine to collect this. The container should be replaced at the 30000 km service. Normally, you will only find a splash of clear water there. But when the sealing ring does not do its job, the container fills up faster and liquid penetrates vulnerable components.
There are videos on YouTube that show you can empty the excess water tank yourself. It is accessed from the underside of the drivetrain behind a plastic cover.
Scope and prevention
Currently, there is only speculation about why the sealing ring fails. One theory is that coolant deposits adhere to the ring due to heat. What strengthens this theory is that the problem seems to affect a larger proportion of car owners in the United States than in Norway. Hours of driving at highway speeds with subsequent fast charging and hot climates can create high temperatures in the batteries. Even though the Audi e-tron has separate cooling ducts for batteries and motors, the theory cannot be ruled out.
On a forum page, there is a discussion about whether to check the excess water tank more frequently to detect leaks at an early stage before vulnerable components are damaged, or just replace the sealing ring. I suspect that the branded workshops will replace the entire cluster consisting of engine, differential and control box anyway, rather than unscrewing everything to replace the sealing ring. Furthermore, the excess water tank is not suitable for inspection outside of service intervals.
Consequences
When new car warranties start to expire, you no longer have any legal claims against the dealers. But since it is a manufacturing defect, good customers may experience having the repair carried out under an extended warranty. Owners of parallel-imported cars have no claims beyond any local used car warranty. Car owners with service performed outside of the brand's workshops may also risk being met with a cold shoulder after the warranty has expired. Eventually, when all car owners have to cover the costs themselves, we may see well-maintained cars with low mileage being sent for recycling. Audi will not be the first in this case.
The question many may ask: Does this apply to all cars?
It is too early to draw any conclusions. We do not know the exact extent, but since the defect is already well known, we must assume that the number may be significant. Of the ads I checked, they are about cars registered between 2019 and 2021, repaired relatively recently in 2024 or 2025. There does not seem to be any connection with mileage, but age may be important. The third aspect is whether driving patterns and climate may play a role. Time will tell.
Repair instead of replace?
The YouTube video below (click on the image) shows the dismantling of a water-damaged rear engine cluster from an Audi e-tron. The video claims that the engine is made by Volkswagen and that it is also installed as the front engine in the Volkswagen ID.4 GTX. Since the ID.4 GTX with 4-wheel drive primarily drives the rear wheels, the front engine provides the the front wheels when needed. The Audi e-tron primarily drives the front wheels, and this engine is located at the rear.
Points to presumed sealing ring
The mechanic discovered water in the steering box and noticed a strong, nasty smell from the gears in the differential, which he suggests may be caused by coolant mixing with transmission fluid. The point is that the electric motor appeared undamaged. The differential also looks like it can be cleaned and reassembled. Should thousands of owners of aging Audi e-trons experience problems with the rear motor, perhaps specialist workshops will emerge that can repair for half the price?
Should the problems also appear in the Volkswagen ID.4, they will have full order books.
Too much light? - or is there something else wrong?
This is the new trend for rear lights whether you like it or not. Interlocking LED light strip created by designers who focus more on art than traffic.
The E-tron's rear lights are annoying
The new Audi e-tron was not the first car model to get an LED light strip at the rear, but it is perhaps the model with the most annoys over. Partly because of the spread of the model, partly because of the design of the light. The E-tron's rear light consists of 50 different OLED elements and can be programmed to emit light in specific patterns and sequences. It looks great in the exhibition hall, but feels annoying in the dark. It's hard to put your finger on what's wrong. The light strip could advantageously have been narrower and given less light. But that alone is not everything. The light system is placed on the outside of the bodywork - not recessed - so that the light is not reflected on the car's surface. Relatively high brightness, high position and shape make the light float in the air as a two-dimensional creation – like a projected light that visually does not appear to be associated with any car.
Destroys depth perception
The tail light on the Audi e-tron looks good in the light, but changes character in the dark
Depth vision is particularly important in traffic, not least at night. In the dark, we are dependent on our own lights, road markings, road lighting and the lights/reflectors from other road users. Ordinary rear lights with license plate lights do not just transmit the light bakover. Some of the light also illuminates the car itself so that we can sense its contours. Together with the contours of the car, it is easier for other road users to judge speed and direction. The E-tron's rear lights block the ability to perceive the contours of the car. The lights form an independent, two-dimensional shape that jumps and dances in front of us. It certainly looks nice in a dark showroom, but it doesn't fit well in live traffic.
Porsche Taycan
Porsche Taycan – the light strip is recessed into the bodywork
Porsche has also started with LED light strips. The Taycan and new 911 (992) have it, and the new Macan gets it too. Porsche's rear light arrangement seems far less disturbing in the dark than the e-tron's rear lights. The difference is that Porsche's light strip is embedded in the rear of the car. This causes some of the light to illuminate the surface of the car. It helps to tell about the shape of the rear and sense the contours of the car. The light strip's design is also very elegant, no matter what time of day you are.
Polestar 2
Pole stars. Simple and stylish. Works well.
Polestar's light strip curves around the extreme points to form imaginary rectangular taillights. A nice effect to create a recognition effect. The light strip is narrow and placed on the outside of a flat surface that does not catch so much of the light. The light strip is narrow and less dominant than on the e-tron. In addition, it does not destroy the ability to perceive the contours of the car in the dark.
Was the Saab 9-5 ahead of its time?
The historic Saab 9-5 was early on with an LED light strip
It was not the e-tron that came first with a light strip on ordinary cars. The Saab 9-5 had a similar arrangement in its last model, which was discontinued shortly after launch 10 years ago. I don't know if all models had the same solution, but I at least found one point that annoyed me: When the driver braked, the lighting system was transformed into 3 rear lights by the middle part of the light strip being extinguished. When the brake lights went off, the middle part of the light strip fell back into place. I learned that the unfamiliar light pattern was not picked up by my own spinal reflex. Had the model been allowed to live, I'm sure many 9-5 owners would experience being hit from behind. Another example of a nice lighting arrangement that didn't fit in with the traffic.
LED light Mercedes-Benz EQC
The light arrangement on the Mercedes-Benz seems simple but not very elegant.
The Mercedes-Benz EQC has a similar arrangement to the e-tron. The high position and strong brightness prevent us from seeing the contours of the car. Nevertheless, the scheme is not experienced as annoying as the e-tron's rear lights. What saves the scheme is the end of the light strip's extreme points, which form imaginary rear lights. But the light arrangement does not harmonize well with the rest of the car. Although it is about taste and comfort, - not traffic safety. There is, however, the EQC's LED light strip between the headlights. It destroys the visual effect one associates with a car front.
LED light strip in front
Light strip above the grill does not make the EQC more elegant.
Car manufacturers who have chosen to place LED light strips in front of the headlights probably defend it by saying that it provides better light, or something like that. The fact is that the light strip can spoil the visual impression that other road users experience. In the dark, our brain will associate the impression of two separate headlight clusters with a car. Heavier cars are recognized with marker lights on the roof. It's about spinal cord feeling. Horizontal light strips in the front change shape and form, which means that other road users do not perceive the vehicle - and the speed - as easily. Those of us who occasionally ride two-wheelers know that other drivers involuntarily break the right of way because they do not perceive the two-wheeled road user as a vehicle - or unable to perceive the speed. The problem also exists at sea. Correct lantern guidance requires the placement and color of lights so that other passengers can read the movement of the vessel. The new ID series from Volkswagen is decorated with a strip of light in the front – fortunately not completely continuous. The hydrogen model Hyundai Nexo has also had a light strip in the front both in the new and outgoing model.
Volkswagen ID.3 with discreet front light strip
The advantages of LED lights
LED lights generally win over conventional lights with low price, low energy consumption, space-saving, and the possibility of creating intelligent dynamics. The LED light elements can be programmed to cast the light where it is needed. If a camera detects dark areas, the car can throw more light there, - or provide a rich dipped beam without dazzling oncoming road users. It can also be used for animation, for example sequential flashing lights and emergency flashing lights. In the future, you can also imagine even stronger lighting effects to warn of danger - or perhaps party effects?
LED – not just an accessory
LED is making its way in – not only in premium models – but also in more common models. The new Seat Leon gets it – probably together with the LED package. The new Hyundai i20 gets it. Right now there is a danger that car manufacturers will outdo each other in supplying LED light strips. Bearing in mind that today you can buy LED light strips for retrofitting for a couple of hundred Swedish kroner, it can easily be "inflation" in creative lighting schemes. Currently, I don't think there are LED light strips that can be legally installed on older cars. But maybe it is possible to mount on trailers?
Pictures
New Seat Leon with LED packageThe new Porsche Macan's LED lighting strip is discreet and partially embedded in the bodyworkContact 911 992.Audi A8Mercury Cougar from a time when several American cars came with solid rear lights. They disappeared as quickly as they came. Will daylight suffer the same fate? (Photo: Jonny Bunæs)
See
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Quattro, air suspension, two electric motors – 408 horses, two and a half ton full-size SUV... Too much?
The Audi e-tron places itself between the Jaguar I-Pace and the Tesla Model X. The I-Pace is a thought smaller and lighter, but equal in terms of luggage space and performance. The Tesla X is larger and more expensive than the others, but has the lowest drag - CW of 0,24. The E-tron has a CW of 0,28 (0,27 with camera mirror). Compared to the Tesla X, the e-tron seems more conventional with a boasting grill, four rings and towering, sharp profiles. That catches wind and steals range, but looks unashamedly good!
Premium feel
As we have previously owned several great Audis, I wanted to take my wife on a trip around the countryside to get her opinion on the new e-tron - the car that "everyone" is looking for. The seats in the e-tron seem larger than in previous models. They automatically push back when you stop the engine to facilitate entry and exit. In addition, the belts tighten when the car is set in motion. Look and feel is as expected, with leather upholstery above the dashboard and alcantara inlays in the doors. The only thing that does not harmonize with the premium feeling is the center console. There is room for charging equipment and mobile phones and such, but when I reach for something, my hand gets stuck in sharp hard plastic.
Audi e-tron Dashboard.
No weight problems
I am amazed at the high weight. 2490 kg without driver is a lot. It is difficult to find a vehicle with a higher curb weight within what you can drive with a regular B license. It had to be something like Rolls-Royce Ghost. In comparison, the Tesla Model X with 7 seats weighs less than the e-tron.
You notice that the e-tron is heavy on the road - in a positive sense. The center of gravity is obviously low. I know of a couple of places where the road has a bump into the bend. If you come in at a slightly high speed, you get to test the undercarriage. Heavy (and expensive) passenger cars usually go steadily through, while simple cars and vans often end up slightly out of balance. The Audi passed the road test with flying colours. I have seen film clips that show how well the e-tron manages ice. I'm sure that the good weight distribution and the latest Quattro system do everything to keep the car on the road.
Sound pictures
"- We should take a few more trips this summer", it came from the passenger seat. Rolling calmly away in an e-tron on an early summer Saturday evening with the sunroof open gives a real good feeling! Electric cars and sunroofs go well together. It doesn't extend the range, exactly, but how wonderful it is to hear birds chirping as you cruise silently away! In terms of sound, the e-tron is very well dampened from the road. You hear practically nothing from the road and chassis. This means that in return you hear the sound from the electric motors. Around 50 km/h, the electric motor sound can be quite annoying compared to electric cars I drive regularly. When the throttle is lightly applied, there is a screeching sound reminiscent of unsynchronized gears - a sound that does not fit in a premium car. Considering all the work Audi puts into creating good soundscapes, it's funny that this sound has been allowed to dominate. The hissing sound you get from regenerative braking, on the other hand, is like music to my ears.
Surprisingly efficient charging with private wall charger 7,2 KW.
Large in the garage
It is surprisingly easy to finely maneuver the car in narrow places. You know exactly where the wheels are. Only inside the garage did I notice how huge the e-tron really is. The rangefinders beeped as I concentrated on getting the left mirror past a pillar, at the same time saying a silent prayer that the front would clear the neighbour's Yaris. The Audi e-tron ticked all the boxes for my wife. "Approved" on all points, except one: Parking in narrow parking garages. Admittedly, the camera is shown both front and back - and from above, - and there is driver assistance for hatch parking, - but at the beginning it can probably seem like arriving at the dock with a much too large boat.
Okay, maybe I'm exaggerating a bit. The E-tron is bigger than you think. Therefore, I recommend testing that both you and your better half manage to park in your own garage before possibly signing the contract. I have seen how new Tesla X owners struggle to pry their donning into place.
Cargo
Audi advertises that you can fully charge in half an hour with a 150 KW fast charger. There aren't that many of them at the moment, but they will probably come. The fast chargers in my neighborhood are 50 KW. They fully charge in 80 minutes. Since I wasn't going to use the car until the next day, I put it on charge in our own private 7,2 KW wall charger with T2 cable. The battery level was then at thirty-some percent. After 3 hours, the estimated mileage had increased by a full 12 miles. Not bad! Then you can get by just fine with your own charger on a daily basis. With our wall charger, according to Audi, it takes 12,5 hours to fully charge the batteries.
Audi e-tron 55.
Regenerative braking
I took a trip to the Sundvollen Hotel where there was a Ford meeting at the weekend. Before I left, I made some useful suggestions. Audi cannot be driven with one pedal. I therefore chose to set regeneration to manually and use the paddles on the steering wheel to determine the degree of artificial engine braking. It worked great. Not only is it fun to drive "eco-actively", but it really takes a toll on consumption. I think the weight of the car helps to collect a lot of energy when braking. It seemed as if the car only used energy on the road up to Sollihøgda. The trip downwards was free, so to speak. After returning to Sandvika, the consumption indicator showed that I had consumed only half of the actual kilometers driven.
If one chooses automatic regeneration, according to Audi, the car should behave like a normal petrol car. The electronics then control regeneration themselves, and I think this is what Audi recommends. If you still continue to use the paddles to set the artificial engine brake, it will cancel itself after a few seconds so that the car's electronics can take over control. To me it seemed like the electronics occasionally braked the engine when it didn't fit. I think the feature works best with adaptive cruise control.
Audi Drive Select
Audi Drive Select allows you to choose the car's behavior on the road. I changed a bit when driving between Comfort, Efficiency og Cars . Basically, there was little difference to notice between them. IN Dynamic steering, throttle and damping are tightened - and the car lowers at motorway speeds to reduce air resistance and increase range. If you shift while the car is stationary, you can clearly notice how the car changes height, for example when choosing between Offroad og Comfort.
Powers galore
There was road work in the tunnels through Vøynenenga. Traffic was thus directed via the old E16 through Skui, with subsequent collection and queue formations. There was no suitable place to test all the 408 horses and the boost effect you get from kickdown in S mode. I found the 360 ordinary horses to be more than enough. I was impressed by how the forces are conveyed to the road. Careless field change during kickdown, gave absolutely no jerks and throws in the car, despite the fact that the power was delivered lightning fast and in cash.
Shelby Ford F-150 Super Snake Street TruckWhen I arrived at the Sundvollen Hotel, there was a break-up atmosphere and rainy weather. I had already met several classic Fords on the way home from the event. Ford meets like this mainly bring together two types of vehicles - old classics and trimmed Focus's. The organiser, RøhneSelmer Asker and Bærum, had exhibited three fat American pickups. My favorite is the Shelby Ford F-150 Super Snake Street Truck. It has the same 5-liter V8 as the Shelby Mustang, 755 HP and lowered. 0-100 goes away in 3,5 seconds! The fees mean that it costs double what the e-tron costs. The funny thing is that even with full tanks, it weighs no more than the e-tron.
Plenty of room for three. No center console.
Place
Batteries and electric operation have not caused any visible interference with the space conditions. The Audi e-tron is a full-size SUV. Interior space is superb for 5 people. The absence of a center console in the back seat means that the middle passenger gets a decent place. The luggage compartment is 660 litres, divided into 600 liters at the back and 60 liters under the engine compartment at the front. The ordinary luggage compartment is divided into two sections, with the option of placing charging cables and small items in the lower compartment. Trailer coupling is actually standard. It can tow trailers up to 1800 kg, but the trailer weight is then a whopping 4 kg. Roof racks are permitted.
Security
The Audi e-tron has been tested by Euro NCAP in 2019 with a score of 91% for adults and 85% for children. The score itself is on a par with other, modern cars today - nothing more, nothing less. The test's most critical remark is in the event of a severe side pillar crash where passengers on the same side suffered serious rib injuries. The car offered good protection against whiplash injuries, and automatic emergency stop systems worked perfectly. Also remember that NCAP has only tested the car in a collision with objects. In collisions with smaller vehicles along the road, I think those sitting in the big, heavy e-tron have the best cards.
Audi's first electric car is going to steal customers primarily from Tesla. At the moment, I have the impression that "everyone" is getting the Audi e-tron. It's the same impression I had of Tesla a few years ago. The Audi e-tron will undoubtedly achieve high popularity, which contributes to the fact that the trade-in value will remain relatively good - even considering all the changes that will take place in the electric car market.
Compared to the competitors, and other SUVs from Audi, I think the e-tron's purchase value gives a lot of car for the money. After all, you get plenty of engine power, air suspension with advanced damping program, quattro, towbar etc. Expensive electric cars follow a normal second-hand price curve, something we see for the Teslas. But the Audi e-tron has so far not proven to be error-free, which Tesla has not been either. Owners of e-tron hardly need to fear unforeseen service expenses within the warranty period. The Volkswagen Group has declared that they will go "all in" for electricity. E-tron will be a beacon for the group, which is watched with skeptical eyes. The factory cannot allow the venture to fail, and will expect to do everything possible to keep the customers of e-tron happy.
Conclusion
The battery pack alone weighs approximately 700 kg. If you are also to bring 5 people and luggage, a solid vehicle is required - a large SUV. As a family car, the e-tron does not suffer in any way from being equipped with batteries and electric operation. The space conditions are plentiful. The drivetrain offers plenty of power - and the Quattro system, the chassis and the weight distribution ensure good grip. Plus, you can hook up a proper trailer and ski on the roof. Stated range is 350-417 km (WLTP). Fully charged, "my" car showed a range of 350 km, which is quite realistic. If you install a wall charger in the garage at home (and in the cabin), you almost never need to stop to charge along the way. The Audi e-tron is an ideal family car. On the minus side, it can be pointed out that it is large, heavy and expensive.
Too much? - Nah!
Space for things and pliers at the front of the "trunk", too.
Facts
Drivetrain
2 electric motors at each axle, electronically controlled four-wheel drive.
Power: 360 HP in total. In dynamic driving mode, a boost of 408 HP is given for 8 seconds.
Torque: 664 Nm constant from 0 (under boost).
Transmission system: 1-speed automatic transmission
Performances
0-100: 5,6 seconds
Top speed: 200 km/h
Weights and Measures
Length, width, height: 490 cm / 190 cm / 162 cm
Wheelbase: 292 cm
Track width front/rear: 165 cm / 165 cm
Net weight without driver: 2 kg
Payload: 565
Total weight: 3 130 kg
Trailer weight - with brake: 1 kg
– without brake: 750 kg
Range and charging
Range 350-417 km (WLTP)
Range indicator under test: 350 km
Fast charging with 150 KW: 30 minutes
Fast charging with 50 KW: 80 minutes
Charging with 7,2 KW: 12,5 hours
Km charged per hour 7,2 KW (test): Approx. 3 hours gave approx. 12 miles from 40% capacity
Battery capacity: 95 KW
Price and equipment
Audi e-tron 55 Limited Edition: NOK 822
21″ rims: NOK 11
Panoramic sunroof: NOK 15
Dark windows behind the B-pillar: NOK 4
Lacquered all the way down: NOK 3
Leather seats: NOK 10
Leather interior: NOK 7
