The Audi e-tron GT is a 2022 model and is a small, luxurious electric performance car. The oddly written e-tron label designates a part of Audi’s expanding electric vehicle lineup, including the e-tron SUV unveiled in 2019. After the exotic R8 e-tron of 2015, which wasn’t offered in the United States, the Q4 e-tron will follow in late 2022, but the e-tron G.T. is the first electric Audi designed for enthusiasts.
The Porsche Taycan’s platform-mate, the Audi e-tron G.T., has similarities with the Stuttgart sled in the roofline and powerplant. Still, the car’s designers have done an excellent job separating it. One body type, two trim levels (Premium Plus and Prestige), and an expensive, more powerful model (the R.S. e-tron GT) are available. Comparably equipped variants of the Taycan, Lucid Air, and, while not quite at the same luxury level, the dual-motor Tesla Model S are likely competitors in a relatively limited niche. Some buyers could also give the more extensive but less performance-focused Mercedes-AMG EQS some thought.
The e-Tron G.T. is 2.3 inches shorter than the Model S and 10.9 inches more concise than the EQS, but it is an inch longer than the Taycan and half an inch longer than the Lucid Air at 196.4 inches from nose to tail. Although the handling of the Audi is less athletic and more touring, the e-tron G.T. has the Taycan’s low-slung sports car appearance.
Although less obviously sporty, the e-tron G.T. is nonetheless relatively quick. Audi estimates that the e-tron G.T. and R.S. e-tron G.T. can reach 60 mph from a stop in 3.9 and 3.1 seconds, respectively. Although both the G.T. and R.S. models can compete in performance trials (a lap timer is standard equipment), the suspension and handling have been designed with road-trip enthusiasts in mind.
Although more significant drivers and passengers may find entering and departing the 2022 e-tron G.T. challenging due to its sloping roofline, the interior is pretty spacious and comfortable—up front. On long excursions, the back seating space is best used for the kids or as a place to store coats and a small cooler, while it may sometimes accommodate an additional adult or two. Although it claims to have five seats, Audi’s rear-centre seat is a joke since it is only half as wide as the bucket seats on either side.
The e-Tron G.T. and RS-GT outperform their rivals by roughly a tenth of a second using the manufacturers’ zero-to-60 timings. However, the differences are irrelevant to anybody who isn’t paid to drive fast. However, it’s important to note that some unbiased testers have reduced such estimations by a few tenths. Only experienced drivers would notice these little differences, but Audi’s suspension setup makes it somewhat less compelling than its Taycan counterpart on backroads where a performance sedan should excel.
Performance: Audi e-tron GT
Two levels of performance for the Audi e-tron G.T. Audi’s standard Quattro all-wheel drive technology is provided by two motors, one for each axle, connected through a computer in the basic arrangement. While the rear axle employs a two-speed transmission intended to generate a launch like a rocket, the front motor uses a single-speed gearbox. The Taycan’s gearbox system is the same one that Porsche utilizes. The exact mechanism is used in the R.S. version, but it has a more prominent rear motor than the G.T., giving it much greater power.
The G.T.’s factory-rated horsepower is 469, but with the launch control set, it may surge to a high of 522 horsepower for a brief period. The EPA estimates the range to be up to 238 miles. The R.S. significantly increases power with 637 hp added to its 590 basic horsepower, but as a consequence, capacity is reduced to 232 miles.
The rear-wheel steering and electronic torque vectoring of a $6,000 performance package for the Premium Plus and Prestige trims—standard on the R.S.—improve handling without increasing output. The e-Tron G.T. Premium Plus was thrilling in curves and incredibly comfortable on the road throughout our testing of the performance and driving assistance kits. The main issue is electronic steering since it doesn’t provide much feel.
Range, power use, and charging
Buyers of performance cars often don’t give much thought to fuel economy, which might be advantageous for Audi. With respective EPA energy consumption ratings of 41 and 42 kilowatt-hours per 100 miles, the e-tron G.T. and R.S. e-tron G.T. exceed anything in the sport sedan sector burning gasoline. Still, they are second to last among E.V.s in the segment for efficiency. Only the Taycan 4S and Turbo use juice more quickly. The Mercedes-Benz EQS falls somewhere in the center at 36 kWh per 100 miles, while Tesla’s Model S dual motor, long the champion of performance E.V. economy, ties for the top position with the new Lucid Air Touring at 28 kWh per 100 miles.
Each e-tron G.T. trim has batteries with 83.7 kWh of usable energy and 9.6 kW for home and office surface chargers. It takes around 10 hours to charge at Level 2 using 240 volts. To use the most potent commercial fast charging stations networked throughout the U.S. to allow long-distance E.V. travel, the e-tron G.T., like the Porsche Taycan, features an 800-volt electrical design. At a D.C. fast-charging station, an e-tron G.T. battery with just 5% of its charge left may be recharged to 80% of its capacity in as little as 23 minutes.
Safety & Driver Support
The e-Tron G.T.’s overall rating suffers due to a lack of crash test data from the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS), despite the related Taycan doing well in testing by the European New Car Assessment Program (EuroNCAP). All e-tron G.T.s have a standard set of cutting-edge safety and driver-assistance features, including essential cruise control, lane departure, blind spot, and rear cross-traffic alerts.
Lane-keeping assist, which our tester struggled to recognize lane markers on side roads, and adaptive cruise with full stop-and-go functionality, which performed admirably even in heavily congested freeway traffic, are optional on the Prestige and R.S. but come standard on the base G.T. Premium Plus for $2,250. Additionally, those two trims come with head-up displays.
Comfort & Room: Audi e-tron GT
The only vehicle with more front legroom than the e-tron G.T. is the Model S, which offers 42.7 inches more space. The seats are grippy, well-bolstered, and quite comfortable—at least the four that can accommodate actual humans. The front buckets offer an extensible thigh support and 14 different adjustment options. Although severely limited rear legroom is limited, the deeply scooped outboard rear seats are pretty comfortable. In addition to making it impossible for passengers in the back seats who are taller than 6 feet to sit up straight, the sloping roofline also makes entry and exit problematic.
It’s simple to keep relaxed up front, even on highly lengthy excursions. Audi’s superior sound dampening is a significant assistance; the interior is hushed even at top highway speeds and on unsteady, uneven roads. The Prestige and R.S. models now have heated rear outboard seats and regular heated front seats. With leather available for the Premium and Prestige trims for $4,000 and the R.S. for $5,350, Audi’s environmentally friendly black polyester upholstery made from recycled polymers is standard throughout the board.
Infotainment: Audi e-tron GT
Unlike many modern E.V.s, the e-tron G.T.’s dashboard is not overrun with information displays. That is intentional. Instead of concentrating on a massive collection, Audi wants drivers to devote attention to the road and the driving experience. There are lots of extensive controls, including physical knobs and buttons for the music system level, temperature control, driving modes, and lighting functions, as well as a 12.3-inch screen for the driver’s information and a 10.1-inch touchscreen for infotainment and many of the vehicle functions.
Although Audi’s infotainment system’s U.I. isn’t the finest, it is still relatively simple to use thanks to features like thumb controls on the steering wheel for browsing menus and adjusting music volume and stations. All the necessary information is available on the driver information screen, which also shows the navigation map. Apple CarPlay communication is wireless by default, whereas Android Auto requires a plug. There are two USB ports in the deep storage space of the center console and two more in the backseat. Both a wireless charging station and Wi-Fi are options.
Storage & Cargo Space:
With the e-tron GT, Audi indeed failed to impress in the baggage department. Its 9.6 cubic feet of trunk space is the smallest in the category. For a few roller bags, a briefcase or laptop bag, a few loose goods like folded-up jackets, and a few other stuff, it’s a tight fit. If there aren’t enough passengers, the 60/40 split rear seats may be folded down to provide even more room (Audi doesn’t offer a “seats down” luggage volume figure). The trunk space of the e-tron is much less than that of the Taycan and even the Tesla S and AMG EQS.
The e-Tron G.T. includes a shallow bin, a tiny but usable glove box, two cupholders in the center console, and two more cupholders in the fold-down center armrest of the rear seats for small items.
Design: Audi e-tron GT
With a relatively long hood, a slim waist, a low fastback roofline, and broad, muscular haunches, the e-tron G.T. has a straightforward yet beautiful outward appearance. The body lacks bulbous appendages and sharp wrinkles. Some could characterize the nose as a little cluttered, with two sizable air intakes for the front brakes and a closed, dimpled false grille, but it doesn’t take away from the car’s attractive appearance. German craftsmanship is used throughout, and the panels are correctly matched and have equal gaps.
The wood-trimmed dash of the e-tron G.T. bends out toward the driver in the center and falls away on both sides to produce a lovely cockpit appearance since Audi rejects the trend toward simplicity in E.V. interior design. The Performance Package offers a more contemporary appearance by inlaying black carbon fiber instead of the wood trim.
The Audi e-tron GT. in 2022: Is It Worth It?
For its combination of content and performance, the e-tron G.T. starts at $103,895, including Audi’s $1,495 destination fee, and represents a good value in the luxury-performance sport sedan class, especially for those who are eligible for the full $7,500 federal tax credit, which reduces the actual cost of acquisition to $96,395. Numerous states have state and municipal incentives that might further reduce costs.
A 360-degree surround vision camera system, ambient lighting, a beautiful B&O premium audio system, and additional driver assistance technologies are all included in the Premium Plus, which costs $111,095. It doesn’t have any more power, however. After considering all applicable tax credits and incentives, it offers the finest fusion of luxury, sportiness, standard features, and performance among the three trim levels.
While the R.S. variant does offer 121 more horsepower and standard amenities, as well as a carbon fiber lid in place of the glass top, the beginning price of the vehicle jumps by over $32,000 to $143,845. The Taycan tempts at that cost.
How Much Does the Audi e-tron GT Cost to Insure?
Regardless of how the data differs, insurance is expensive. However, the other vehicles in this class aren’t either. According to our study, the basic model G.T.’s yearly premium for a typical 30-year-old female driver with a clean record is roughly $2,350. Comparatively, the Mercedes-Benz EQS costs $2,300, the Tesla Model S Performance $3,855, the Porsche Taycan Turbo $4,653, and the Tesla Model S Performance $4,653. We don’t have an estimate for the AMG version.
The e-tron GT, Audi’s first electric sedan, lives up to the brand’s reputation for dynamic automobiles with excellent aesthetics. The stunning four-door e-tron GT, a relative of Porsche’s terrifying Taycan, has low, slinky lines, lots of power, quick handling, a smooth ride, and an appealing, driver-focused cabin. Unfortunately, “coupe-like” also describes its cramped back seat and cargo room. Although it excels at making happy drivers, its powerful electric propulsion system is one of the least effective in its class.