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. Car reviews › 
. Audi › 
. E-tron GT

Audi E-tron GT review

9
UP NEXT: PRICES & SPECS

 INTRODUCTION
 PRICES & SPECS
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The new Audi E-tron GT Quattro shares a lot of underpinning

this. Just how different can it feel to the Taycan, a car we like
appearance. This striking four-door saloon is the E-tron GT Q
‘60’, though it doesn’t appear to be badged as such anywhere
version too, for which you should click here.

Whatever its power it’s a big five-seater, at 4.99m long the same length as an Audi A6 but wider
 Who would be more fearful: Porsche that their c
like a Porsche? Probably Porsche.

The underpinnings are the telling thing, though, and they’re Volkswagen Group’s J1 platform, w
Porsche Taycan, down to wheelbase, battery size, motor positions and some outputs. There’s m
same platform. 

As with the Porsche, then, there’s a 93.4kWh total capacity battery with a 83.7kWh usable sectio
drive and a two-speed gearbox for the rear only, which is rarely used (launch control and the mo

Technical specs
Model tested: Audi E-tron GT
Price: £79,800
Electric motor/s: Two AC permanent magnet synchronous
Drive battery: 83.7kWh, lithium ion
Power

469bhp (523bhp on overboost)

Torque

464lb ft (overboost)
0-62mph

4.1sec
Top speed

155mph (governed)
Kerb weight (DIN)

2276kg
Range

298 miles
Max. charge rate

270kW DC

Rivals Porsche Taycan 4S  Tesla Model S 

The front motor has a 235bhp max output while the rear motor makes a maximum of 429bhp, bu
and then it only makes its maximum power for 2.5sec during a launch control start.
 So the short of it is that it makes 469bhp, or 523bhp for a couple of seconds in specific condition

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Anyway enough numbers for now. (There will be more later, I’m afraid.) Open the GT’s frameles
you’re in any other brand than an Audi in here. This is one of the things that the VW Group does
a Skoda even though so many of the mechanicals are the same. 

It’s stylish, and despite the rakish roofline pretty spacious in the front with good enough head roo
batteries there’s still a big centre console, aping a transmission tunnel, but that helps generate th
are a good many physical buttons too, which helps, though I did like the old rotary dial of Audi’s m
don’t want to grumble about a car that retains so many physical buttons.

One of them changes the drive modes, which adjust comfort and steering weight but the general
Porsche.

Not in terms of performance, you understand. There’s not a lot they can do about that. A motor m
isn’t enough to separate the Audi and Porsche apart. As with the Taycan, it’s very fast – and the
acceleration would feel like a poor relation to the RS E-tron GT’s 3.3sec. 

Power is delivered impeccably smoothly and quietly. And on the rare occasions the car does sel
you’ll be pushed to tell.

You can pull a left steering-wheel paddle to increase throttle-off retardation, though it never gets
though I like the current default, which is to be able to coast or sail so it feels like an automatic in

I think Audi has worked to make the rest of the dymamics feel as ICE-Audi-ish and un-weird as p
those initial fears about character have been allayed. Although who would be more fearful: Porsc
Porsche.

Anyway, the way in which the E-tron GT steers could only be from Audi. It has a lightness off of s
that just goes to show they must mean to make all Audis like that on purpose. 

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In this 60 or RS form there’s an underlying firmness to it, although this car wore RS-sized 21in w
composure but more body looseness than a Taycan. 

Maybe. Even in this more modest of its forms it’s engaging, and has a little more lightness to its
lighter than the faster version. And it suits having slightly less aggressive dynamics. 
But I liked both this model and the RS. As much as a Taycan? Pretty much, you know. Marginall

Those other numbers I promised? It can charge at up to 270kW on a DC charger, 11kW as stand
three minutes, but you knew that. 

Some other numbers: £79,900, although that’s only in white with no options. So expect to add m

Continue to Prices & specsAudi E-tron GT review | page 1 of 2

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