Audi e-tron GT: Audi's Electric Ground Rocket

The e-tron GT surprises in real life with a compactness you wouldn't have expected: after all, we have almost five meters of sports coupe in front of us, and its dimensions almost exactly match those of the Taycan. The designer also doesn't miss the base, because the proportions look very similar due to the principle, but visually Audi has changed almost everything massively except for the cutout behind the front wheel.

Sitting: More R8 than A8

Thank God not the low seating position, which is much more R8 than e-tron SUV. Inside, it smells as elegantly as usual of "Audi doctor's office" and expands the digital control strategy with brand-typical haptics such as the familiar climate control panel. The ergonomics are also right here and the seats embrace you like a tightly fitting leather glove, just like in the Taycan, optionally vegan and made from recycled materials. In addition to the standard eight-way adjustment, there are also 14- or even 18-way adjustable front seats available. It's a pity that the Audi also doesn't offer a large tailgate - that would have made it significantly more versatile: But such a construction would have weighed more and massively compromised rigidity - which is why the body would have had to be reinforced intensively. And here it's all about every gram!

Tricky: Temperature Management

The battery here is the "large double-decker variant" with 85 kWh net, or 93 kWh gross) along with elaborate cooling to enable "rocket launches" to be repeated up to ten times if necessary. Extruded profiles through which coolant flows prevent the cells from becoming too hot. A total of four separate, connectable cooling circuits are installed in the Bollinger Höfe in Neckarsulm to keep the temperature of the hothead in check. For this, the heat pump is also used to transfer waste heat into the interior, or the air conditioning is also used for the high-voltage area. All this adds a few extra kilometers of range. This is also contributed to by the drag coefficient of 0.24, of course, lockable cooling flaps and wheels with aeroblades, and a maximum recuperation power of 265 kW. The other Audis also feature the predictive driving assistant, which optimizes driving strategy and route guidance - ideally with active route planning. According to WLTP, up to 487 kilometers should be possible, although in reality, more like 350 plus or minus x remain. And like fast driving, the e-tron GT also adopts fast charging from the Taycan: With 800-volt technology and up to 270 kW DC charging power - significantly more than the e-tron (SUV), which "settles" for a generous 150 kW. So it should go from 20 to 80 percent battery capacity in just under half an hour, which means even Hamburg-Munich could be done with a tame gas pedal and two charging stops, or for long-distance drivers, in other words: 100 kilometers of range cost about five charging minutes up to 80 percent capacity.

The Performance: More than enough with due respect to the Turbo Taycans

In terms of performance, the Audis initially operate slightly below the Taycan Turbo and Turbo S, which means: 598 HP system performance for the showcased RS model and 476 HP for the “base”. Also, in terms of pricing, they remain “below” the tech donor: The GT starts at 99,800 euros gross, which is roughly 83,900 euros net, while the RS starts at 138,200 euros, which is about 116,150 euros. The front electric motor offers 238 HP, and the rear offers 435 or 456 HP depending on the model – in boost mode, these can be momentarily increased: Then 530 and 646 HP are available, respectively, with our RS demonstration car delivering 830 Newton meters. This power propels our RS, if necessary, from 0 to 100 km/h in 3.3 seconds. The E-Tron GT also features a two-speed gearbox, which helps conserve energy on fast long-distance rides. Audi acoustically mirrors Porsche by generating an artificially aggressive sound to not diminish the RS fans' driving experience. Several parameters are used, and the speakers emit sound both internally and externally.

Quattro ensures grip, but the kerb weight here is also over two tons

The Audi’s well over two-ton kerb weight is only noticeable in fast switchback curves, more so the tighter they get. This is countered by three-chamber air suspension and adaptive dampers which trim the chassis height as needed – on fast routes, however, the energy-saving low flight mode is generally engaged, making the e-tron GT essentially a ground rocket. And since Audi always features “quattro” on its power models, all four wheels grip for traction, supported by a “classic” rear axle differential lock. This has been finely tuned in Neckarsulm: The base model has fixed parameters, while the RS version features variable electronic control. The result is known from the Taycan: No loss of traction and no chance to resist the g-forces – the GT shoots forward like a cannonball, with the RS doing it even more aggressively.

The Suspension: Driving low always feels good

Of course, the brakes also grip forcefully, with regenerative deceleration via the generator for anticipatory driving. Then, the e-tron GT decelerates up to 0.3g, and one can forgo the use of the calipers in the wheels. They bring the vehicle to a brutal stop in the shortest of times, with a clearly defined pressure point. Just like in a Porsche, steel discs should suffice here too, but tungsten carbide or ceramic can also be ordered. Additionally, the all-wheel steering ensures a rail-like driving experience and masks the vehicle’s size. Unlike the Taycan, Audi skips the active stabilizers, but the e-tron GT still sits solidly on the road without completely sacrificing residual comfort. Audi’s inherently low-lying setup with a low center of gravity, abundant use of aluminum in the chassis, and large wheels contribute to this. In practice, these "omissions" compared to the Taycan are hardly noticeable – Audi has put together a very dense and visually compact electric package.

What does this mean?

The e-tron GT can tempt A8, RS-7, and R8 enthusiasts. It won't become a high-volume seller, but in its niche, it will drive the brand far ahead against Tesla and Taycan. For Audi, it’s the right car at the right time, even if the “undergarments” come from Zuffenhausen, 50 kilometers to the south.