![]() The RS does a good impression of driving like an RS Audi, with a few key differences to its ICE siblings. It rides in Audi-esque fashion too, with a underlying firmness – though the 265/30 and 305/30 21in tyres would explain that – and with good composure but more body looseness than a Taycan. ![]() It’s less engaging than a Taycan but quite reassuring in its own way: nice to have the breadth of options between the two brands, and the Audi is a pretty relaxing steer, stable enough around straight-ahead but largely low effort when you turn it. It has that lightness off of straight-ahead, a real directness early on, and a remoteness the Taycan avoids that just goes to show they must make all Audis do that on purpose. ![]() Although who would be more fearful: Porsche that their car felt like an Audi, or Audi that theirs felt like a Porsche? Probably Porsche.Īnyway, the way in which the E-tron GT steers could only be from Audi. And here’s where those initial fears about character have been allayed. I think Audi has worked to make the rest of the dymamics feel as ICE-Audi-ish and un-weird as possible too, for those coming to the E-tron GT from another Audi. You can pull a left steering-wheel paddle to increase the level of throttle-off retardation, though the RS E-tron GT never gets anywhere near being one-pedal driving, which I think is a shame, even though I like the current default deceleration, which has the car coasting when you lift off, so it feels like an automatic internally combusted car. And on the rare occasions the car does select first on the rear gear (standing start or dynamic modes at slow speeds), as in the Taycan you’ll be pushed to tell. Power is delivered impeccably smoothly and quietly. Despite the RS’s 2347kg kerb weight, it goes like the clappers: 0-62mph in 3.3sec kind of clappers. A motor makes its motory power and although there’s noise augmentation, the sci-fi whoosh isn’t enough to separate these cars apart. There’s not a lot they can do about that, one suspects. Not in terms of performance, you understand. And in both, it is, it’s fair to say, a character set reasonably well apart from the Porsche. One of them changes the drive modes, which adjust comfort and steering weight but the general character remains the same. There are a good many physical buttons too, which helps, though I did like the old rotary dial of Audi’s multimedia interface – still there to supplement a touchscreen it’d be spot on, but I don’t want to grumble about a car that thankfully retains so many physical buttons. ![]() Even though the floor is what’s filled with batteries, there’s still a big centre console, aping a transmission tunnel, but that helps generate the individual cockpit sort of feel that’s probably right for this kind of driver’s car. It’s stylish, and despite the rakish roofline pretty spacious in the front with good enough head room, and adequate head room in the rear. This is one of the things that the VW Group does well, which is why, I suppose, we perceive that an Audi is a classier car than a Skoda even though so many of the mechanicals are the same. No hint that you’re in any other brand than an Audi in here. Open the E-tron GT’s frameless doors and you’ll find an interior rich on material quality and Audi design. The short of it is, then, that the RS makes 590bhp most of the time and, for not really long enough or in enough conditions to count, 637bhp, which makes it a little less powerful than a 671bhp Taycan Turbo – which is presumably a deliberate gap.Īnyway enough numbers, there will be more later. And the maximum they do make is only on overboost during a launch control start, for 2.5sec only. The RS E-tron GT has a 235bhp front motor, while the rear motor makes a max 449bhp, but you can’t just add those to get their combined totals because they never reach peak power together.
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