Audi RS E-tron GT overview: electrical extravagance


I gained’t mince phrases: the 2021 Audi RS E-tron GT is arms down among the best electrical vehicles I’ve ever pushed. It’s beautiful, refined, extremely highly effective, however additionally it is very, very costly.

The E-tron GT is the right instance of why typically it pays to be a part of a world conglomerate just like the Volkswagen Group. Fairly than attempt to cram its pre-existing EV structure right into a sportier bundle, Audi merely borrowed the one utilized by its sister firm Porsche for its first all-electric sports activities automotive, the Taycan.

The result’s the whole lot an electrical sports activities sedan is meant to be: quick, opulent, and a bit cussed in its adherence to conventional design. Whereas some electrical vehicles are simply high-end computer systems within the form of a automotive, the Audi E-tron GT is eager about being a automotive first. There’s no oppressively enormous touchscreen, no undercooked semi-autonomous security system, nothing that ought to give anybody with a large enough checking account any cause to pause earlier than clicking “sure” on a purchase order. 

quick, opulent, and a bit cussed in its adherence to conventional design

Some would argue that the E-tron GT is only a rebodied Taycan, and so they’d be completely proper. And what’s fallacious with that? The Taycan can also be a unbelievable electrical sports activities automotive. They have been developed alongside one another and share a powerful 800-volt structure that allows fast charging. The E-tron GT’s twin electrical motors — one within the entrance axle and one within the rear — allow between 522 and 637 horsepower relying on the mannequin and an revolutionary two-speed transmission that makes for breathtaking take-offs. 

However all that magnificence and energy don’t come low cost. The Audi RS E-tron GT, which begins at $140,000, is costlier than the Taycan, the Tesla Mannequin S, and the Mercedes-Benz EQS. It’s additionally pricier than the Audi RS7, which is an opulent velocity demon in its personal proper. So far as I can inform, it’s costlier than most luxurious EVs, a section that’s rising quickly. 

Grandly touring

Usually, once I get a loaned automobile, I attempt to combine it into my on a regular basis life: taking the youngsters to high school, groceries, errands, and many others. However the E-tron GT demanded a special tact. It’s not that I couldn’t carry myself to sully the backseat with a automotive seat or let my youngsters wipe their soiled sneakers on the seatbacks. Fairly, it was as a result of the E-tron GT is a complicated driving machine and calls for to be handled with respect. 

Stand on the accelerator, and you’ll see why. The RS E-tron GT boasts 440kW, or about 590 horsepower, and in overboost mode, that quantity jumps to 637 horsepower. It could dash to 60mph (100 km/h) in 3.3 seconds — not as fast as 2.2 seconds boasted by the Taycan Turbo S, however definitely spectacular when you think about the E-Tron GT weighs over 5,000 kilos. 

I’ve pushed sufficient EVs that the joys of near-instantaneous torque has misplaced a little bit of its shine. Nonetheless, the RS E-tron GT managed to get my blood pumping each time I stomped on that accelerator: the skittering sound of fall leaves blasting out from underneath the again 21-inch tires, after which a whoosh as I used to be shoved again into the leather-based seats. (Synthetic leather-based and microfiber are additionally out there as an choice.)

The steering felt correct, and the slight physique roll felt mandatory to present the motive force a very good sense of the street. The RS will get torque-vectoring and rear-axle steering as normal, whereas base mannequin house owners might want to cough up an additional $6,000 for these options. The wedge-shaped physique dealt with itself ably on particularly curvy roads, and the brakes have been extraordinarily environment friendly at hauling the Audi down from velocity — which is sweet as a result of, when driving this automotive, you have a tendency to make use of the brakes quite a bit. 

the brakes have been extraordinarily environment friendly at hauling the Audi down from velocity

Not like some opponents, Audi doesn’t provide one-pedal driving that’s usually supplied in most EVs. The utmost regenerative braking, which is activated by plus- and minus-paddles on the steering column, doesn’t sluggish the automotive down that a lot. The result’s an electrical sedan that drives imperceptibly from a standard gas-powered one, which may assist win some followers who’re skeptical about shifting to battery energy however might disappoint followers of one-pedal driving. 

One of many neatest options is the power to regulate what Audi calls the “listener expertise,” which is one other approach of describing the synthetic sounds the automotive makes at low speeds. Electrical vehicles are legally required to make an exterior noise so different street customers can hear them coming. Audi took what may have been a boring job and made it quirky. Among the many sound samples used have been a mannequin helicopter and a didgeridoo.

It’s not not possible to select the sonic nuances whereas driving the E-tron GT, however the general impact is form of misplaced. You’re left with a digital whirring sound that’s not that dissimilar from quite a lot of different EVs I’ve pushed not too long ago. And my mind is just not to date gone as to want it over a V10 engine roar. 

The E-tron GT makes an artificial sound at low speed.

The E-tron GT makes a man-made sound at low velocity.
Photograph by Phil Esposito / The Verge

RS translates from the German Renn Sport, which literally means racing sport. 

RS interprets from the German Renn Sport, which accurately means racing sport. 
Photograph by Andrew Hawkins / The Verge

There are two charging ports, one on either side.

There are two charging ports, one on both facet.
Photograph by Phil Esposito / The Verge

Charging forward

When charging the Audi RS E-tron GT, you inevitably run into the identical issues as you’ll with each electrical automotive that isn’t a Tesla: the shortage of a proprietary community of EV chargers. That mentioned, the E-tron GT doesn’t lack in choices. There are connections for alternating present on each side, and on the appropriate, there’s additionally a connection for direct present.

Audi advertises 232 miles of vary on a full battery, which falls far in need of different equally priced luxurious EVs, just like the Mannequin S (412 miles), EQS (350 miles), or Lucid Air (520 miles). I didn’t sort out any steep hills, so presumably, the E-tron GT’s battery drained at a traditional charge whereas I had the automobile. 

Audi claims that its 800-volt system allows ultra-fast charging. Simply 5 minutes on a high-speed charging community like Volkswagen’s Electrify America, and the E-tron GT will get better 100 kilometers, or 62 miles, of vary. As all the time, the corporate is assuming a charge of cost that usually exceeds what most chargers, even quick chargers, really dole out. 

Audi does not have its own charging network, like Tesla.

Audi doesn’t have its personal charging community, like Tesla.
Photograph by Andrew Hawkins / The Verge

It took a number of days of driving to empty the battery beneath 40 %. I charged it as soon as at house utilizing the 120-volt outlet in my storage, solely including a pair miles of vary after a full eight hours of trickle charging. I additionally charged it at a public DC quick charger, the place it took 42 minutes to cost from 45 % to 80 %. That was at a 45kW charge — lower than half the marketed high charge of 150kW. 

It needs to be famous that Audi doesn’t have its personal charging community, like Tesla. However the automaker is providing a few workarounds, together with three years of complimentary DC quick charging by way of VW’s Electrify America. (There’s that synergy once more!) Audi E-tron GT clients can even get discounted in-home charging installations by way of a partnership with EV charging supplier Qmerit. Nonetheless, it gained’t be sufficient to assuage any of the charging nervousness many EV-hesitant automotive patrons expertise.

The micro-suede steering wheel is incredible.

The micro-suede steering wheel is unimaginable.
Photograph by Phil Esposito / The Verge

The rear-facing camera also offers a cool 3D rendering of the vehicle.

The rear-facing digital camera additionally provides a cool 3D rendering of the automobile.
Photograph by Andrew Hawkins / The Verge

There is a lot of carbon fiber in this car.

There may be quite a lot of carbon fiber on this automotive.
Photograph by Phil Esposito / The Verge

Hop inside

To step contained in the E-tron GT is to enter a well-known world. There’s a touchscreen show and bodily buttons for the HVAC system. The air vents are actual air vents. There’s a middle console, gear stalk, and different bodily touchpoints which will appear quaint in an EV world dominated by Tesla. This isn’t an aggressively minimized EV inside, neither is it one designed to overwhelm the senses. Certain, there’s quite a lot of carbon fiber — possibly an excessive amount of? — however the general feel and appear of the inside is smooth and compact. 

Entrance-seat house is beneficiant, however the cockpit is noticeably slender, and the view out the again window is proscribed. I believe I could have pulled a muscle attempting to get out and in of this automotive, due to the low top and smallish door openings. The RS mannequin comes with black leather-based sport seats with pink stitching, which actually hug your physique and are designed with 14 completely different adjustable settings, local weather management, therapeutic massage features — you title it. The steering wheel was lined in a comfortable suede that was completely dynamite to the touch. 

Entrance-seat house is beneficiant, however the cockpit is noticeably slender

One of many odder options is the inclusion of a touch-sensitive knob to manage the quantity on the middle console between the seats. Tim Stevens from Roadshow likens it to the notorious click-wheel on an iPod, and I’ve to agree. However whereas he discovered it awkwardly positioned, I grew to essentially prefer it, to the purpose the place I missed it whereas driving different automobiles. After all, you’ll be able to nonetheless management the quantity from the steering wheel, however it appeared like a pleasant contact for passengers who might wish to skip tracks or alter the quantity with out having to futz with the touchscreen. 

The Audi RS E-tron GT is an incredible car to drive, full stop.

The Audi RS E-tron GT is an unimaginable automotive to drive, full cease.
Photograph by Andrew Hawkins / The Verge

The bottom mannequin E-tron GT comes with a glass roof that may’t be opened and isn’t tinted sufficient to dam the solar. The RS model that I drove, nevertheless, swaps that out for an all-carbon-fiber roof. The automobile already ideas the scales at 5,000 kilos, so it looks like Audi went with the carbon fiber to avoid wasting a bit little bit of weight. 

The ten.1-touchscreen runs on Audi’s completely serviceable MIB3 software program, which wirelessly helps each Apple CarPlay and Android Auto. Certainly one of my favourite options was the backup digital camera, which features a 3D rendering of the automobile to assist navigate these particularly tight parking areas. In any other case, the infotainment system was fairly bland. I preferred the built-in nav system — the directional cues have been simple to observe, and the map itself wasn’t overly cluttered — however contemplating it runs off of a Google API, there was no compelling cause to not simply run Google Maps by way of CarPlay as an alternative. 

the infotainment system was fairly bland

I used to be not impressed with the parking help function that’s presupposed to information the automobile right into a parking house with restricted enter from the motive force. The interface was opaque, and ultimately, I gave up on attempting to make it work. The motive force-assist system was high quality, although you’ll need to pay $2,250 to get superior options like lane-keep help and adaptive cruise management. And why would you need some software program driving your RS E-tron GT for you anyway? 

Audi is entering a very crowded segment.

Audi is coming into a really crowded section.
Photograph by Phil Esposito / The Verge

A crowded section

It’s been almost a decade because the Tesla Mannequin S kicked off the EV race with its sleek mix of technological effectivity and addictively enjoyable driving type. Since then, the remainder of the auto business has piled into the luxurious EV section, bringing their very own distinctive type whereas attempting to enhance on Tesla’s well-established points with fit-and-finish. 

Along with the refreshed Mannequin S Plaid (launched this 12 months), we’ve received the Mercedes-Benz EQS, Jaguar I-Tempo, Polestar 2, and Porsche Taycan, which is the non secular cousin to the E-tron GT. Different automobiles slated for imminent launch embrace the Cadillac Lyriq, BMW i4, Lexus LF-Z, and Lucid Air. 

The luxurious electrical market is clearly in overdrive, and the RS E-tron GT is the newest instance of the kind of refined driving machine you may get with sufficient cash within the financial institution. It doesn’t beat Tesla on vary, nor does it do a lot to enhance on the Taycan, which is available in a barely cheaper bundle.

What it does provide is a design that’s solely Audi. It’s a elegant, villainous entrant to the luxurious EV market, and it units the stage for extra to come back.  



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