2022 Audi RS e-tron GT: The Best of Three Worlds

If you still doubt the sporting qualities of an electric car, I would like to offer you a ride on a road full of curves, strapped in the right bucket of an Audi RS e-tron GT. Because this wide and low-slung sedan, looking like a coupe, has nothing to envy to a legion of thermal engine sports cars. Despite the two and a quarter metric tons (2,331 kilos to be precise) that it weighs on the scale.

It would of course be first of all the accelerations and the fierce recoveries that would make you open your eyes wide. With Hot Start mode, which boosts the combined power of its two electric motors from 590 to 637 horsepower in 2.5 seconds, the RS GT leaps from 0 to 100 km/h in 3.26 seconds and crosses the quarter mile. in 11.25 seconds with a top speed of 202.6 km/h. The times are at least as impressive since it goes from 80 to 120 km / h in 2.1 seconds. All this with the precious help of its two-speed rear gearbox.

In both cases, the feeling is strong and we want more. That’s good, in a car that doesn’t consume a drop of gasoline and emits no pollutants. Speaking of which, the 93.4 kWh lithium ion battery, of which only 83.7 kWh is used to preserve its longevity, delivered a better promised autonomy of 378 km in a few recharges on a level 2 terminal. also refill electrons from 5 to 80% in 22.5 minutes by taking advantage of a maximum capacity of 270 kW thanks to an electrical architecture on 800 volts.

With the Audi touch

Comparisons with the Porsche Taycan are inevitable since Audi created the RS e-tron GT and its sibling, the e-tron GT, on the J1 platform that Porsche developed for its own electric sedans. We are assured that 60% of the parts and components of the Audi e-tron GT are exclusive to them. All elements of the aluminum body and the entire cabin are certainly included. And all these pieces bear the unique hallmark of the latest Audis.

The RS e-tron GT and its sibling the GT are 2.6cm longer than the Taycan and 3.6cm taller but have the same wheelbase. The trapezoidal grille outline and the large sequential taillights leave no doubt about their parentage. Especially with the brand’s large interlocking rings crests. The long and tapered profile evokes the RS 7 Sportback, simply higher by a few millimeters. The RS GT’s strongly arched fenders cover wide, low tires – sized 265/35R21 at the front and 305/30R21 at the rear – which give it a beefy stance.

In the cabin, the dashboard is more chic and classic than that of the Taycans. It combines a pair of round dials that dominate the configurable 12.3-inch rider-only display and a central 10-inch touchscreen that sits in the center of a large carbon fiber molding that runs the full width of the cabin. A series of keys controls the air conditioning under the screen and another takes care of the modes and driving aids at the junction of the console where the buttons for the ignition and the audio system are housed. Between the two, the sliding selector of the transmission tames rather easily for this kind of gizmo.

As always with Audi, the finish is superb and the quality of the materials excellent, in the sporty register. As it should be for this car. Along with an abundance of leather, the carbon fiber, aluminum and black lacquer plastic inserts and moldings are tastefully and measuredly arranged. The steering wheel is in the tradition of the Audi RS with a well molded rim, straight on the lower portion and draped in perforated leather. However, it lacks a knob that would prevent the driver from searching the screen to choose a driving mode after pressing the Drive Select button.

And the way too

It takes a minimum of flexibility and effort to settle into the very sculpted front seats, whose bolsters are pronounced and the seat is very low. To sit in the back, you also have to tilt your head to avoid hitting the pronounced arc of the roof. Note that the announced fifth place, in the center, is little more than an illusion.

At the wheel, the position is beyond reproach, like the general ergonomics of the controls. The pretty aluminum levers behind the steering wheel allow you to activate a recovery of energy in deceleration which remains too modest, even at the maximum setting. It would be nice to be able to really drive one pedal.

In town, you hear a lot of mechanical noise on board this electric RS GT that you would have thought perfectly silent. Rolling noise depends on the quality of the surface… Especially with the test car’s optional 21-inch wheels, shod with very low profile tires, which bang sharply on the slightest crack or bump. On the highway, by contrast, the RS e-tron GT drives smoothly and wisely holds its course. There reigns a quite commendable aerodynamic silence.

We are delighted, moreover, to be able to lift the front of this long and low sedan to cross a curb or a sloping entrance without snagging or damaging the front. It would be wonderful, however, to be able to do this at the touch of a button instead of typing a two-pronged operation on the central screen.

On a winding road or approaching a beautiful series of curves, simply activate the Dynamic driving mode (in two stages!) for the RS GT to pull its claws out. In bends, it remains firmly stuck to the bitumen, guided by an incisive and just firm enough direction.

If you push harder and it takes a tad of body roll and a pinch of understeer, tell yourself it’s intended. Because at Audi, we like to combine the best attributes of a sports car and a grand tourer. Even when the car is powered by a pair of electric motors. It’s the least you can do, after all, when you wear the RS and GT initials.