- Obvious relationship to the Taycan, but even more driving fun
- love at first sight?
- The Audi e-tron GT quattro in numbers
- Really an Audi?
- And the price?
- Photo gallery: Audi e-tron GT quattro (2021) in the test
Obvious relationship to the Taycan, but even more driving fun
In 2018, Audi unveiled a concept car at the Los Angeles Auto Show that was a great success: the e-tron GT Concept. Around two years later, the production model is now on the road – with minor changes compared to the design study.
A few weeks after the official presentation, we were able to drive the model for two hours in Reims. That was the opportunity to meet the cousin of the Porsche Taycan to take a closer look.
love at first sight?
Even at first glance, the spectacular design creates a wow factor. The Audi e-tron GT looks even more impressive than the Taycan. With a length of almost five meters and a width of 1.96 meters, both models are almost the same size.
The Audi e-tron GT is two centimeters lower than an Audi A7 (1.41 meters), which makes it appear dynamic. Audi specifies a drag coefficient of 0.24, which is slightly above the 0.22 of the Porsche Taycan.
The cockpit is not just copy-and-paste work, but one hundred percent Audi. Here, too, a real demarcation between the Porsche and the Audi: three screens (optionally even four) for the Taycan, while the Audi has two: the instrument display and the central touchscreen. We find the Audi solution more ergonomic, also because of the physical buttons for certain functions. On the other hand, like in the Taycan, we still feel a little overwhelmed.
When it comes to space, the e-tron GT shines less with its rather cramped space in the rear. You have to twist yourself to get in, although the very high door threshold is also annoying. For luggage, the electric Audi has a 405-liter trunk at the rear and a small, practical 81-liter "Frunk" at the front.
The Audi e-tron GT quattro in numbers
The e-tron GT is a sporty electric sedan, but because of the RS version it is not too sporty. It has two electric motors that turn the Audi into an all-wheel drive. It offers 350 kW (476 PS), Launch Control turns it into 390 kW (530 PS). The sprint to 100 km / h takes 4.1 seconds, the top speed is 245 km / h.
In terms of hardware, the drivetrain is exactly the same as in the RS model and in the Porsche Taycan 4S, Turbo or Turbo S, the performance is modified by software depending on the model. The car has a two-speed gearbox, which is advantageous at high speeds. There is also a switchable differential lock on the rear axle.
As far as charging is concerned, it should be possible to bring the car from 5 to 80 percent in 22.5 minutes – with the maximum charging power of 270 kW. A complete charging process takes about nine hours from an AC source with 11 kW charging power. The battery has a total capacity of 93 kWh, of which 86 kWh can be used. And it works with 800 volts, not 400 volts as usual.
Really an Audi?
Audi specifies a WLTP range of 488 kilometers. We didn't have time to run out of batteries in our two hours (including a good hour for photos). That's why we preferred to concentrate on the dynamic part.
We expected to drive a perfect copy of the Taycan. But the e-tron GT has a slightly different philosophy, which you can feel during the first few kilometers. The car is clearly GT-oriented, has less direct steering and a softer chassis.
But that doesn't make the Audi boring, on the contrary. The 476 hp under the hood work. But while the Taycan presses you firmly into the seat, the Audi is a bit tamer and does not accelerate quite as violently. Nevertheless, it gives a good feeling.
The transmission is good and the dynamic handling is even better. The road was quite slippery during our test drive. The e-tron GT has just as good grip as the Taycan, but the laws of physics are the limit. And of course the tires too. The Goodyear Eagles F1 quickly turns the Audi e-tron GT quattro into a dancer, especially when cornering.
Like the Audi R8 RWD, the e-tron GT is particularly fun on winding roads, even more than the Taycan, which prefers efficiency. The Audi e-tron GT is less snappy on the front axle, the steering is not as direct as on the Taycan, and the chassis is softer. But paradoxically, his behavior is more playful. And all of this without breaking your backbone at the slightest bump: the Audi e-tron GT quattro is not a Taycan copy, it is a real GT.
Despite a whole electronic armada for more agility (rear-wheel steering, "sport" rear differential, all-wheel drive with strong rear-heavy characteristics and more) the very heavy Audi has its peculiarities. On the one hand, there is inertia, because of which a forward-looking driving style is very important on winding roads: If you drive it too wild, the 2,290 kilos curb weight can quickly get you to where you definitely don't want to go.
Especially since the brakes aren't necessarily the most appealing aspect of the car. While the RS version is equipped as standard with tungsten carbide-treated 415 millimeter discs and ten pistons at the front (brakes that Porsche introduced some time ago), our quattro version had 360 millimeter steel brakes and six pistons. We found them a bit undersized for such a heavy car, at least with a sporty driving style.
Another point of criticism that affects practically all electric cars is the transition from regenerative braking to friction braking. When the brake pedal is depressed, the conventional braking system is only stressed above 0.39 g. Therefore, not much happens when braking at the beginning of the pedal travel. Halfway through, the hydraulic brake suddenly comes into action, which is quite surprising at first.
And the price?
For the German base price of 99,800 euros, you get equipment that is rather disappointing in terms of the technical elements. For 4,390 euros there is a "dynamic package" with the regulated rear axle differential lock on the rear axle, steerable rear wheels and adaptive air suspension. For 3,750 euros there is a carbon roof that lowers the center of gravity even further (although the base is already lower than on an Audi R8).
You pay at least 2,900 euros for the steel brakes with a tungsten carbide coating, which are advisable for really dynamic use. Ceramic brakes are available from 8,500 euros, but they are more legitimate in the RS version.
If you want a really dynamic model, you can grab the RS version (with 440 kW rated power), which is available from 138,200 euros – an e-tron GT quattro with all the baffles isn't cheaper either. The e-tron GT will be delivered from April.
Our first little test drive was a nice surprise. Some people will have a lot more fun with the Audi e-tron GT than with the Taycan, which is more about efficiency. The Audi is more moderate and suitable for everyday use, provided you have the appropriate charging infrastructure at home. In any case, it's not ideal outside, but that's another story.
Behind the wheel, the "little" e-tron GT is definitely a nice surprise, we can say that despite the few kilometers driven. In contrast to some other electric cars, it makes you want to discover it a little longer.
More about the e-tron GT and the Taycan: Audi e-tron GT: The Porsche Taycan equivalent is here
Porsche Taycan (2021): Version with rear-wheel drive in the first test
|Pleasant dynamic||Series brakes a little undersized|
|Comfortable in all situations||Still a lot of options|
|Pretty spectacular design||Very heavy|
Photo gallery: Audi e-tron GT quattro (2021) in the test
Picture by: Marius Hanin
Audi e-tron GT quattro
engine 2 electric motors (PSM)
power 350 kW (476 PS) rated power, 390 kW (530 PS) in boost mode
Max. Torque 630 Nm
battery 86 kWh net
Electric range 488 km (WLTP)
Charging port AC three-phase, up to 270 kW DC
Charging time at 270 kW in 22.5 min (5-80%)
Gear type Automatic with two-speed transmission in the rear
drive all wheel drive
Acceleration 0-100 km / h 4.1 sec.
Top speed 245 km / h
length 4.99 meters
broad 1.96 meters
height 1.41 meters
Empty weight 2,290 kg
Trunk volume 405 liters + 81 liters in the front
Number of seats 5
consumption 21.6 kWh / 100 km
Base price 99,800 euros
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