Audi e-tron GT Quattro & RS e-tron GT

This is undoubtedly THE novelty of the brand with the rings in this first half of 2021. Audi is moving up a gear in its electrification strategy and unveiling the production version of the famous e-tron GT Concept concept car unveiled there has nearly 3 years at the Los Angeles Auto Show. Not content with becoming the first 100% electric sedan in the range, the e-tron GT also becomes (in its RS version once the overboost is activated) the most powerful Audi in the range ahead of the R8 V10 Performance whose fabulous sound of the atmospheric V10 still haunts my nights. Head to the Luberon region to defy the laws of physics aboard the new flagship of Ingolstadt. 

Decryption 

A year after the launch of the Porsche Taycan, Audi is lifting the veil on its interpretation of the VW Group's super-sporty electric sedan by offering (initially?) two distinct versions: the e-tron GT quattro and the RS e-tron GT all available in two trim levels, Base & Extended. If the two cars share a strictly identical body and the same battery capacity (93.4 kWh), the RS offered nearly 40,000 € more expensive to buy includes some additional standard equipment, in addition to its increased performance. We note 410 mm tungsten-treated brake discs, a Torque Vectoring system, 20-inch rims, the Bang & Olufsen Audio system, leather/alcantara RS seats and a black exterior aesthetic pack (essential for my taste) .

• e-tron GT quattro: 476 hp (530 with overboost activated), €101,500 (Base) / €122,000 (Extended)
• RS e-tron GT: 598 hp (646 with overboost activated), €140,700 (Base) / €156,200 (Extended) 

True to concept

A bit like the BMW i8 derived from the Vision Efficient Dynamics concept car or the Lexus LC500 derived from the LF-LC concept car, the Audi e-tron GT in its final quattro & RS versions couldn't be closer lines of the eponymous concept car unveiled in Los Angeles 3 years earlier. The resemblance to the prototype is such that it was absolutely necessary to mention it at the start of this test, before even describing the overall design of the car.

One thing is certain, the design of this car is at least as much ink to flow on the canvas that it does not impress onlookers who are not necessarily psychologically ready to see a real UFO land before their eyes. All eyes are on this e-tron GT, whatever they are since we even had the opportunity to bear the brunt of it with the constabulary, very pleasant moreover. Even if the need for an open grille to cool the engine is absent subscribers, Audi wanted to mark its visual identity and thus found at the front a "false" hexagonal grille with the four rings proudly enthroned on top. Surprisingly, point of triple front hearing (even dummy) while one of the two versions of the e-tron GT bears the name “quattro”. From my feeling, the historical stylistic reminder would have been more legitimate than ever on this car. The optics take up a typical Audi pencil stroke but a new LED signature and the gills placed just in front of the wheels are not artificial at all since they participate in the cooling of the large 380 mm brake discs as standard on the e-tron GT quattro (410 mm on the RS, or even 420 mm if you opt for carbon-ceramic discs as an option).

At the rear, the wide light strip is debating but reminiscent of that of the superb A7 Sportback, the light animation offered at night when unlocking will delight technology enthusiasts as well as it will impress your friends. The large dropout between the beltline and the rear fenders impresses anyone who will have the pleasure of following this elegant (it remains to be discussed) GT sedan. The rear window merges into the trunk to make way for a large retractable spoiler while the imposing diffuser does not reveal any exhaust pipe, and it's more disturbing than it looks. 

100% Audi environment

If you still doubted it, the e-tron GT is not just a simple redesigned Porsche Taycan (and even then, it gets worse when the parentage goes in this direction) but a 100% Audi, at least in the the use of stylistic codes dear to the brand and in the care given to the passenger compartment so that customers keen on Ingolstadt productions feel at home. Steering wheel, door handles, Virtual Cockpit, air conditioning controls, door trims, everything is 100% Audi. Only the seats are identical to those of the Taycan (upholstery may differ). And even if in our two test models, the card of sobriety is put inside, a very wide choice of colors and materials is left to the customer. Arras Red, Monaco Gray or Santos Brown leather, decorative inserts in varnished plastic, walnut wood or matt carbon, 

The e-tron GT obviously embeds all the ADAS necessary to ensure level 2 semi-autonomous driving (optional) and pushes the envelope even further by offering the possibility for each owner to maneuver their car from their smartphone, to to get out of dangerous maneuvers or to be able to extract your vehicle from a cramped parking space that does not allow the driver's door to be opened. Gadget or not, I leave you alone judges. 

Pleasure in driving, the one we did not expect

The title of this paragraph probably spoils the surprise of the conclusion. Getting behind the wheel of an electric car, for a pure driving enthusiast like me (without claiming to have any above-average ability to practice driving), this is not necessarily the moment we are waiting for the most in a career as a tester. To tell you the truth, the e-tron GT quattro and the RS a few hours later are the two most efficient electric cars I have ever driven so far. And I can tell you that the Audi France teams had taken particular care over the course to test the lower road quality (dynamic as well as motorway) of this GT sedan, flagship of electrification at the brand with the rings. The grip is instantaneous despite the size of the car (5 meters long and 1.96 meters wide) in particular thanks to the reunion of a perfectly familiar environment, that of an Audi. FashionComfort engaged via the Drive Select arranged as usual to the left of the row of buttons positioned just in front of the gear selector. What is immediately striking after just a few kilometers is the damping comfort despite driving on the cobblestones of the city of Avignon and the 20-inch rims of our e-tron GT quattro (the gray one in the photo). The air suspension with controlled damping works wonders, and not only in the city as we will see a little later. The driving position is adjustable at will and allows me to position myself extremely low despite the batteries in the floor, a rare thing to be mentioned. In short, I'm like a fish in water and can't wait to see what this e-tron GT quattro is capable of.

We attack the winding. The technical sheet leaves you dreaming, a cavalry of 476 hp available at all times and an overboost adding a few nags to reach a round count of 530. The 0 to 100 km / h dispatched in 4.1 seconds already pushes the limits of understanding especially at startup. The combination of electric + 4 wheel drive wreaks havoc with each start and each restart. No latency while waiting for power and a violent kick-down with each firm pressure on the right pedal to remind you in your lower back that the e-tron GT's automatic gearbox has, just like on the Taycan, two reports. The first corners are a revelation, it almost hurts me to say it. The steering feel is simply amazing. Speed-dependent steering assist makes every movement of my wrist feel natural, inviting me to drive cleanly. We feel the front axle respond instantly to the finger and the eye at each tilt of the steering wheel even only a few degrees, we are very far from the first electric power steering felt disconnected from the road. As the bends get tighter, the e-tron GT surprises me with mile after mile ignoring the laws of physics by stopping its 2.3 tons empty without tiring the brakes, rolling with desire and rhythm the slightest bend thanks to its 4-wheel steering (optional). The roll disappears completely and if the low driving position delights me, it lacks a bit of support in the shoulders to feel perfectly at ease.

Pushing the laws of physics 

If we had to sum up the experience behind the wheel of the RS e-tron GT, it would be to say loud and clear without lying that it does what the e-tron GT quattro is capable of, only better. I myself had trouble writing it as the exercise seems insurmountable and seems to take us to other skies but it is nevertheless true. The technical characteristics and performance displayed play on paper as well as in reality in clear favor for the RS. 598 hp (646 with overboost), 0 to 100 km/h in 3.3 seconds (i.e. tenth for tenth the same time as the Audi R8 V10 Performance) and stratospheric accelerations take you beyond understanding and possibilities of using this ultimate version on the open road. As much as the e-tron GT quattro takes you to pre-trial detention without going through police custody, as much as the RS e-tron GT immediately condemns you to a life sentence as the possible excesses on board are unimaginable, and I am weighing my words. The real problem, which is also the greatest quality of the RS (and even the quattro for that matter), is its brand, Audi. Why ? The explanation is quite simple. The brand has always had the credo of making no compromise on performance for the Audi Sport versions while making the product accessible. And it is this accessibility to such a level of performance that makes the RS dangerous. The rear differential lock associated with the 4-wheel steering allows you to come out of any bend even stronger, the 410 mm brake discs allow you to push back any braking at the latest without batting an eyelid even after several hard brakings , soliciting the right pedal should not even be allowed as the raises exceed everything you know before. In short, SR becomes a weapon by destination if you don't have a strong enough balanced mind to limit your ardor. The adage “not to put between all hands” has so far never carried its definition. The worst part of it all? It's that the Porsche Taycan in its Turbo S version does all that, even stronger. The worst part of it all? It's that the Porsche Taycan in its Turbo S version does all that, even stronger. The worst part of it all? It's that the Porsche Taycan in its Turbo S version does all that, even stronger. 

e-tron as efficient?

Testing ended with the dreaded freeway exercise. No one knows that these are among the least advantageous conditions for an electric car to keep consumption low. Audi announces a range according to the WLTP standard of 488 km for the e-tron GT quattro and 472 km for the RS e-tron GT. A very small difference which is explained by an identical battery capacity, a rigorously similar weight and a request of the electric motors at equivalent speeds largely comparable. Audi announces a normalized combined consumption of around 19.0 to 21 kWh / 100 km. The minimum 2.3 tonnes that weigh on the scale should over its course be partly offset by an exceptional Cx of 0.24. An average of 22 kWh was thus observed over a 40 km motorway journey at a speed of 130 km/h with the cruise control engaged. Our average consumption on these tests was 28 kWh on the e-tron GT quattro and exceeded 30 on the RS. Figures speaking little for the last two in any case, our solicitations of the electric motors to highlight the dynamic qualities of the two models undoubtedly exceeding the standard of use of future customers.

A milestone crossed

One thing is certain, Audi is taking a monumental step by offering a 100% electric GT sedan in the catalog as the most powerful model in the entire current range. The prices charged will probably be around €140,000 for the smallest e-tron GT sold (whether quattro or RS), so you will surely not see many of them on our roads, the latter finding direct competition on their way. at Porsche with no less than 4 versions currently available for the Taycan whose coat of arms will surely flatter the ego of potential buyers. The e-tron GT, however, offers a copy of its own, far, very far from constituting a discount version of the interpretation of Zuffenhausen and above all displaying its own identity, faithful to the postulates of Audi. So, for €180,0000 (that was the price of our RS), Are you more RS6 / RS7 or RS e-tron GT? If the question may seem absurd to you, something tells me that we will soon be offering you some answers in an upcoming topic… Stay tuned!