Save the best for last: Audi RS e-tron GT
As part of the series of electric car reviews – for now – the last member to be introduced is a car that has been requested by readers and followers for a long time and has also caught my attention. This is the Porsche Taycan/Audi RS e-tron GT duo, which is essentially the same car in different packaging. Let’s see what it looks like with its four rings on its front.
From previous tests, it may have become clear that I personally prefer more traditional sedan/wagon/coupe cars rather than SUVs. Currently, there are relatively few options for electric cars in these categories, but the Audi RS e-tron GT definitely falls into the category of attractive-looking cars for me. Moreover, and this is again a subjective opinion, I find its exterior design even more appealing than its closest relative, the Porsche Taycan, which shares the same technical platform. With its length (almost 5 meters), width (just under 2 meters), and very low height, the Audi RS e-tron GT impresses with exciting contours and attractive proportions. It has been well-received everywhere it appears.
Considering the car’s size, you can expect a spacious interior both in the front and rear, as well as a decently sized trunk – although only the former is fully realized. The front offers excellent space, and the sporty bucket seats (which I later found to be comfortable even on longer drives) contribute to the overall experience. However, the rear seats are a bit tight for two adults, especially if they are taller or larger. As for the trunk, it’s more like that of a sports coupe: it can accommodate at most a travel bag and essential personal items; anything more, and you’ll need to rely on your credit card. There’s also a decent-sized frunk (front trunk) in the Audi, but traditionally, it’s reserved for charging cables – true cargo space is limited there unless it’s an emergency.
Moving to the interior, several aspects caught my attention. Firstly, it features a proper instrument panel, not just a tablet awkwardly replacing the gauge cluster. Secondly, the interior is adorned with Alcantara, colorful stitching, RS logos – everything you’d expect from a genuine Audi sport model. The onboard electronics work seamlessly, including phone mirroring and navigation, and there are several physical buttons. There’s no nerve-wracking waiting during startup; just put the car in Drive (D) and go. Safe driving at night is supported by a night vision radar system.
The air suspension allows you to adjust damping and ride height from the menu. When you’re sure you won’t encounter obstacles (such as on the highway), you can lower the body quite close to the ground. This not only improves aerodynamics (with a coefficient of drag of 0.24) but also positively impacts fuel efficiency. Despite its hefty 2345 kg curb weight, the Audi RS e-tron GT handles quite well. Its 600 horsepower doesn’t necessarily encourage economical driving, but with some restraint, it consumed around 15 kWh per city driving cycle. Thanks to the net 85 kWh battery pack, you’ll likely need infrequent charging unless you venture onto its true hunting ground: the German Autobahn.
But let’s talk about our journey: I was curious to see how reality would compare to the ABRP estimate for a 5-stop, altogether 80-minute charging session – because on a long trip, not only the car needs to recharge, but the driver and passengers as well. Expectations were high regarding charging speed, as the RS e-tron GT’s 800V system allows it to accept up to 270 kW. Here’s the theory:
It was interesting that based on paper, the route needed to be divided into approximately 200 km segments, and the route planner calculated relatively short, 10-20 minute charging stops as ideal. The relatively large battery pack provided some flexibility, so we decided to charge only when we would stop anyway (for food, drinks, etc.). After about 200 km, a short break was welcomed by the passengers – time to enjoy a cup of morning coffee. The car was comfortably above the ideal 80% state of charge (SoC), where charging speed starts to decrease.
Quickly, we discovered that the car could indeed achieve the promised 270 kW charging speed. Even below 50% SoC, it nearly reached 250 kW, and at 70%, it still managed around 160 kW. Beyond 80%, the speed dropped under 100 kW. Charging from 10% to 80% took just 17 minutes, which turned out to be less than the average highway rest stop for a group of four people (typically lasting 20-25 minutes). So, it was the car waiting for us, not the other way around. The battery consistently settled around 85%, and finding suitable 300 kW or 360 kW Shell Recharge and Ionity chargers at highway rest areas was no problem.
We scheduled our second stop after another 200 km, although the car could have gone further. During a quick (or so we thought) mid-morning break, the battery remained above 80%. The car’s consumption stayed stable at 22 kWh/100 km at a speed of 130 km/h. However, we skipped the recommended stop 128 km ahead – the passengers were fine, and the battery had plenty of charge. Thus, after a more than 300 km leg, we arrived at the next fast charger with an almost empty battery – by then, we tested the car's performance on the motorway without speed limits.
Prioritizing safety and economy, we returned to a steady 130 km/h pace. After two more brief 20-minute stops, we reached our destination. The journey taught us that humans need more and longer breaks than the Audi (I know some can and happy to drive 1200 km without a stop…). The route planner’s calculated schedule proved valuable for such a long trip. West of Budapest, the charging network is dense enough that you can confidently set off without worrying. Traffic jams were the only factor extending our travel time, but being in an electric car didn’t slow us down. The driver’s seat was so comfortable that sitting in it for over half a day wasn’t a problem.
Now, how does it perform? Almost everyone asked, and while electric car performance usually doesn’t interest me much, I was curious about the RS Audi. It accelerates from 0 to 100 km/h in 3.3 seconds, and during spirited acceleration from speeds below 200 km/h, it pins passengers to their seats. The top speed is theoretically limited to 250 km/h, but in practice, the car can go even faster – as I mentioned, we truly tested it on the German Autobahn. To keep up with its conventionally powered rivals at both low and high speeds, the RS e-tron GT is equipped with a two-speed automatic transmission – its operation is nearly imperceptible but highly effective.
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On the way back, we encountered a “mere” 150 kW charger once, but the beneficial effect of the 800V system, as observed with the Hyundai IONIQ 5, became evident. We charged the Audi at the maximum 177 kW. Just for fun, I also tested cold charging, without preconditioning the battery. It still managed 90 kW up to 80%. If you happen to charge using AC, there’s good news about the RS e-tron GT: it has AC connectors on both sides, and the factory charging cables include an industrial plug, allowing 11 kW charging in homes equipped with such outlets.
The Audi RS e-tron GT’s closest competitor is perhaps the Porsche Taycan, which is also available with a wagon (apologies, Sport Turismo) body within the same corporate group. However, upon further consideration, the RS7 is the one that most closely resembles it in terms of size, performance, weight, and surprisingly, range and price. Although there isn’t currently a wagon (again, apologies, Avant) version of the RS e-tron GT, it would be an interesting alternative in the luxury family wagon market.
It’s not unlikely that such a variant will be introduced, especially since the model is due for a refresh. The tested vehicle, although not visibly apparent, was nearly two years old, and the model itself has been on the market for four years, so it was time for a mild facelift. The updated RS e-tron GT entices buyers with an even larger battery pack, more powerful and efficient motors, and faster charging speeds – if I get my hands on one, I’ll share my impressions.
Who do I recommend the Audi to? Primarily to those who can choose from the top tier of the car market, desire a sporty sedan with outstanding performance and appearance, don’t need to constantly transport many passengers and luggage, and want to avoid being outperformed by traditional drivetrain-equipped competitors on the Autobahn.
With this section, the test series concludes, at least for the summer break. Stay tuned for a summary of the experiences and insights gained from testing 15 cars in the last three months!
Previous reviews:
Sources of images, graphs and charts: [1] abetterrouteplanner.com [2] Fastned [3] carsized.com
Disclaimer: opinions expressed are solely my own and do not express the views or opinions of my employer and are not supported by any OEMs.
Driving decisions for a global leasing and automotive market
8 个月Another great review, Miki.
? Energy, Mobility, Decarbonization, Telematics, CRT, Leadership ??
8 个月Miki, mikor jon a Polestar teszt?
Photographer
8 个月Thanks for sharing??