The Audi e-tron GT has received a facelift similar to that of its technical counterpart, the Porsche Taycan. With the introduction of a new hydraulic suspension system, the Audi combines long-distance comfort with nimbleness, establishing a unique identity for itself.
The roles of the Porsche Taycan and the Audi e-tron GT remain clearly defined. The Taycan, hailing from Zuffenhausen, is positioned as the sporty model, while the Audi from Ingolstadt is seen as more of a grand tourer. This distinction is maintained after the facelift, as company executives emphasize, adhering to the corporate strategy. However, the engineering approaches to this goal have evolved. “We chose to invest our budget in technology,” states Chief Engineer Stephan Reil, with chassis expert Carsten Jablonski adding, “We’ve illustrated what is technically achievable.”
This strategy is well-suited for the Audi e-tron GT. Some argue that the Ingolstadt model is even more visually appealing than the Taycan. Although the technology remains unchanged, it has undergone significant enhancements, particularly in terms of suspension. The e-tron GT is now equipped with an active suspension that utilizes a single-chamber air spring in conjunction with adaptive dampers. These hydraulic dampers continuously adjust to the road surface, helping to keep the vehicle balanced and minimizing pitch during braking and roll while cornering. Each shock absorber is fitted with a dedicated hydraulic pump that responds to alerts from wheel sensors. This design allows for independent control of the rebound and compression stages of the dampers, resulting in a successful blend of dynamics and comfort. Despite the 21-inch wheels, the e-tron GT remains apt for long journeys and exhibits agility on winding roads. Importantly, the hydraulic suspension does not artificially maintain the body in a perfectly horizontal position, preventing any false sense of stability.
For driving modes, the Performance variant of the Audi e-tron GT RS presents a comprehensive selection. In addition to the standard modes of Efficiency, Comfort, and Dynamic, there are two customizable modes—RS 1 and RS 2. “You can have the car lowered with comfortable dampers,” explains Chief Engineer Stephan Reil. The “low” setting allows for a drop of up to 22 millimeters for the e-tron GT, which is already ten millimeters lower than its counterparts in the standard setting. Audi has also introduced a preset dynamic menu in the RS Performance mode, ideal for winding rural roads and mountain passes. This mode fine-tunes the electronically controlled rear axle differential lock for a sportier performance. The multi-plate clutch can vary its locking range from zero to 100 percent. Rear-axle steering ensures the wheels turn up to 2.8 degrees, enhancing the vehicle’s agility. After engaging the red button on the steering wheel, we were struck by the car’s nimbleness, with the Audi expertly guided through twists and turns. The steering provides clear feedback about the Bridgestone tires’ grip, which includes 55 percent renewable or recycled materials.
Most of our driving experience was in Efficiency mode, which does not compromise performance but allows for a more gradual throttle response. This results in a more relaxed driving experience, while still offering ample power. When Launch Control is engaged, the car can reach 680 kW / 925 PS, and the overboost function provides 620 kW / 843 PS for ten seconds during overtaking. Although this peak power is 20 kW / 27 PS less than that of the Porsche Taycan Turbo S, it remains quite impressive on the motorway. The top speed is capped at 250 km/h, with a 0 to 100 km/h acceleration time of 2.5 seconds. This capability is thanks to two PSM motors—252 kW / 342 PS at the front and 415 kW / 564 PS at the rear. The rear motor has been designed to be more compact, utilizing the rotor from the PPE platform’s electric machines, contributing to a weight reduction of approximately 30 kilograms compared to its predecessor.
This weight reduction not only boosts agility but also enhances the vehicle’s range. The battery plays a crucial role in this improvement. Through the use of advanced cells and optimized software, engineers have increased the battery capacity by twelve kilowatt-hours to 105 kWh (97 kWh net) while also cutting the battery’s weight by twelve kilograms to 625 kilograms. The e-tron GT RS Performance is projected to achieve an approximate range of 592 kilometers, roughly 100 kilometers more than its predecessor. Additionally, charging capabilities have seen significant advancements. The Audi e-tron GT can now charge at a maximum rate of 320 kW from a fast-charging station, allowing the batteries to be replenished from 10 to 80 percent in just 18 minutes—five minutes faster than before. This improvement means fewer delays during charging stops. In only ten minutes, enough energy can be supplied to cover 280 kilometers. At home, charging with a wall box can occur at a maximum rate of 22 kW, filling the battery from empty to full in 11 hours.
The Audi e-tron GT RS Performance certainly delivers a lot of value. However, all of this comes at a cost, starting at a minimum of 160,500 euros. For those considering a comparison, the Porsche Taycan Turbo S is priced at 209,900 euros.
.
