First Drive: 2022 Audi RS e-tron GT

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The latest addition to Audi’s range of all-electric vehicles is a Grand Tourer in the truest sense. From the long hood and raked carbon-fibre roof panel to the tight bustled tail, it looks fast, even when sitting curbside. The fact the RS e-tron GT is the most powerful production car the company has ever launched, underscores both the look and the potential it wraps.

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Key to the RS e-tron GT’s performance are the two electric motors. The front motor works with a single speed transmission to produce 235 horsepower; the larger rear motor has a two-speed transmission that rips out 450 hp. When both are working together the motors combine to develop 590 hp and 612 pound-feet of torque.

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The hidden plusses are two-fold. First, the electric motor layout drives both axles, so the RS e-tron GT has an electric quattro all-wheel-drive extension. More importantly, when the launch control system is engaged it goes into an overboost mode. This sees the output soar to 637 hp.

Engaging what affectionately became known as Warp Drive brought the GT’s very best to the fore. While I only used launch control a few times, each was no less spectacular. Unlike many launch control systems, most of which require a convoluted sequence of button punches to engage, the e-tron’s is simple — select Dynamic mode and that’s it. Now, press the brake, mat the gas and, when you’re ready for the roller coaster take-off, lift off the brake. The system then focuses on flat-out acceleration. Technically, the overboost mode is only active for 2.5 seconds, but it more than does the job.

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Using Warp Drive sees the RS sprint to 100 kilometres an hour in 3.3 seconds. The impressive part is the manner in which it literally leaps off the line, thanks to all that torque turning up from Rev One. It’s enough to make the P265/35R21 front and P305/30R21 rear tires chirp on takeoff!

Along with Dynamic mode come Efficiency, Comfort and the mix-and-match Individual mode. The neat twist is the latter allows the driver to tweak the sound the GT makes. There are Subdued, Balanced and Dynamic modes. Rather than the lame tinkling noise most EVs make, this thing actually growls. It is discrete in Subdued, noticeable in Balanced, and louder in Dynamic — it engages both outside speakers and pipes the sound into the cabin.

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The motors get their juice from a lithium-ion battery that’s rated at 93.4 kilowatt/hours. Key is the RS e-tron GT, as it with the Porsche Taycan, uses an 800-volt architecture. This allows super-fast charging when connected the right DC outlet — an 80 per cent charge can be pumped into the battery in 22.5 minutes; a Level 2 charger needs it to be plugged in overnight.

While Audi says the RS e-tron GT has an electric-only range of 373-kilometres, that proved to be a conservative number. A full charge routinely had the “distance-to-empty” within the instrumentation showing 450-km. The plus is the driving range drops in a real-world manner so what the range readout says is pretty darned close to what the driver can expect to attain. Some electric rides post a big number in the beginning then drop off a cliff leaving the owner struggling to nurse the car to the nearest charging point. Not here!

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The disappointment is the fact there’s no real one-pedal drive. While the driver can ramp up the amount of regenerative braking through the steering wheel paddle shifters, even when set to maximum it feels fairly benign. The other oddity is one must pull the “minus” paddle to increase the amount of regen. On the plus side, the brake pedal feel is one of the best to be found in an electrified ride — it is crisp and devoid of the usual numbness.

The GT’s handling is Grand Touring all the way. The three-chamber air springs and adaptive dampers change according to the drive mode selected. Running up through the modes not only firms the damping, it changes the ride height. This sharpens the handling and helps the aerodynamics, which is good for driving range. On that note, along with the sleek body work, there are some little touches like the air curtains that reduce the drag and turbulence caused by the front wheels.

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Throw in the 50/50 front-to-rear weight distribution, low centre of gravity, e-torque vectoring, and variable limited-slip rear differential, and the GT points into a corner in a razor-sharp manner. It also has four-wheel-steering. While it only turns the rear wheels by 2.8-degrees, at speed the design sharpens the turn-in response; when about town it shortens the turning circle.

Inside, the cabin is first-class all the way. From the body-hugging front seats and flat-bottomed steering wheel to the carbon-fibre accents, it shines. It also brings recycling into play with many of the materials being derived from reused or sustainable materials. If the owner wants to go vegan that’s not a problem, however, the Nappa leather option is sumptuous.

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The latest technology is also in place. Audi’s 12.3-inch virtual cockpit is customizable. It ranges from a look that includes the driving range, speed and power consumption to a full-on map with the other information pushed to the corners. In keeping with the driver-focused design, the GT uses a 10.1-inch infotainment system rather than the usual twin-screen setup. It’s easy to master and works with Apple CarPlay, Android Auto, and a stunning Bang & Olufsen sound system.

Slide rearward and there’s plenty of head- and legroom in the heated outboard bucket-like seats, along with a usable 405-litre trunk. There’s also a cubby under the hood that houses the charging paraphernalia.

Finally, the demanded safety aids are all in place. The long list includes all the usual helpers along with a parking assistant and laser-based headlights. At night they make the road look like it is bathed in sunlight.

The Audi RS e-tron GT is a great ambassador for the electric car segment. It is very fast, it has a realistic driving range and it’s sumptuous in all it does — the cabin has to rank as one of the best in any car. Judging by the reaction to it during the test, it is the new EV halo car.