“There will be two motors [on the rear],” says Philippe Krief. “We’ll also have an all-wheel-drive version with two [rear] and one different [front motor] – smaller, lighter.”
And how much combined power will there be, in excess of 500 horsepower? “A lot!” he says. “And we are thinking of evolution also (to give a range of outputs and models). There will be enough power, I can guarantee!”
The motors will be fed by “very high energy density” batteries and an 800-volt electrical architecture, boosting charging capability and enabling thinner wiring and componentry to again reduce weight.
“In terms of motors, you optimise them. Integrate all the functions – motor, transmission, inverter, the DC/DC charger – everything in one box. Then in terms of vehicle integration, you fight for every millimeter you can reduce, every kilo on each single part. I’m not saying that it’s easy!” vows Krief.
“The weight target of the new A110 is below the best combustion car, a Porsche [718 Cayman],” he confirms. “[It’s] 1.45 [tonnes] to be precise.” Today’s entry-level A110 is extremely petite, stretching to just 4,181mm long and weighing 1,102kg. That means a relatively modest 249bhp four-cylinder engine can fire the coupe from standstill to 62mph in 4.5 seconds.
Batteries, range and driving dynamics
Krief admits the electric coupe will have a slightly bigger frame, but positioning the batteries will be key to keeping the coupe’s height below 1.3 metres – comparable with the current car’s roofline. “We cannot put the battery in the floor because the car will be too high,” Krief tells Auto Express. “So we will put the battery elsewhere and we’ve found some really nice battery installation.
“A big stack is [cost] efficient and if I put my battery in two packs, it will be less efficient. But you definitely could do more than one installation. This is something we can afford because we don’t want to trade off on the project: the new A110 has to be a real A110.”
