First Look: 2022 Audi e-tron GT quattro and RS e-tron GT

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Audi’s march towards electrification took a couple of big steps today with the unveiling of a pair of grand tourers brimming with technology, performance, and real-world practicality.

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The e-tron GT and RS e-tron GT are all-electric all-wheel-drive four-door coupes that double the size of the e-tron family stable in Canada, joining the SUV and the Sportback models. They also set a design and mechanical template for the dozen or so e-trons Audi has committed to rolling out by 2025.

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First Look: 2022 Audi e-tron GT quattro and RS e-tron GT Back to video

The German luxury maker has a long history of exceptional design language, inside and out, so little surprise the e-tron GT is (and we’ll keep that singular for now and break out some of the RS features in a bit) athletically graceful in look, and, one assumes, in manner.

Let’s dive though into the mechanics of the GT, which exemplify not only Audi’s engineering prowess but also state-of-the-art electric vehicle performance. As mentioned, the GT is all-wheel-drive, utilizing a permanently synchronous motor at the single-gear front axle; and one at the two-speed rear axle. That two-speed transmission allows for a ‘boost’ or launch control-like feature with the short-ratio first gear providing some swift acceleration — zero to 100 km/h in 4.1 seconds in the base GT; and 3.3 in the RS, according to Audi — while the taller second gear engages off the line with a gradual accelerator application and during normal running.

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Power output is, according to press notes, 350 kW (476 horsepower) and 465 lb-ft of torque for the base GT, and 440 kW (598 horsepower) and 612 lb-ft of torque for the RS. However, both electric motors are designed to keep reserves available for what Audi refers to as ‘extreme driving situations,’ translating to 390 kW (530 hp) on tap for 2.5 seconds in the base model in ‘boost’ mode; and 475 kW (646 hp) in the RS.

Audi’s four-decade-old all-wheel drive technology, Quattro, takes on an electrified personality in the e-tron GT, with the dynamic handling system regulating the drive torque distribution between the axles depending on road conditions. Likewise, two selectable driving modes engaged by steering-wheel-mounted paddles provide minimal battery regeneration — called ‘sailing’ — to an aggressive regen. An automatic setting regulates between the two based on data from the navigation route and on-board sensors.

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Now, about that battery. It’s an 85-kWh lithium-ion unit (93 kWh gross) made up of 33 cell modules, each incorporating 12 pouch cells. With a system voltage of 800 volts, the power system allows for a high continuous output and, more importantly, shorting charging times. Using a DC terminal, the GT achieves a peak charging capacity of up to 270 kW (same as the Porsche Taycan) meaning up to 100 kilometres of range in just five minutes; and from five per cent to 80 per cent state of charge in less than 23 minutes. Overnight charging from empty to full is possible using 11-kW AC, while the optional 22-kW charger cuts that time down further.

Like all e-trons to date, there are two charging ports — one on each front fender behind the front wheels — with both featuring alternate-current (AC) plugs and the right-hand-side port allowing for a direct-current (DC) plug. Each e-tron GT comes with two charging cables: one mode 3 cable for public charging; and one ‘compact’ system for the home garage/car port.

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No Canadian or EPA range figures are out yet, but according to Audi, the Euro-spec WLTP rating is 488 km for the base GT, and 472 km for the RS. If history serves, shave about 15 to 20 per cent off that to get the North American rating.

One other notable EV system is an advanced thermal management system with four cooling circuits that can, among other things, allow for the cooling circuitry of the battery to couple with the refrigerant circuit of the air conditioning system in the event the driver demands a high power output several times in a row. In addition, a standard heat pump is designed to reduce the loss of range caused by climate controls in cold conditions by heating the cabin with waste heat from the high-voltage components.

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Other notable mechanical features include adaptable three-chamber air suspension (optional on base GT, standard on RS) optional all-wheel steering, and controlled rear-axle differential lock (also optional on base GT, standard on RS). Also standard on the RS and optional on the base are Matrix LED headlights, while Audi laser light, which doubles the range of the high-beams, is optional on both models.

Audi even went so far as to create an ‘e-tron sport sound’ unique to the GT, an optional feature that uses two control units and amps in the trunk to generate a separate exterior and interior sound output through two speakers, one inside the vehicle, the other outside. According to press notes, the digital sound “offers an authentic and finely nuanced impression of the work performed by the drive system.”

Both GT models will be in Canadian showrooms by summer, and while Canadian pricing is not available yet, pricing in Germany starts at €99,800 ($153,279) for the base GT; and €138,200 ($212,256) for the RS. Look on the bright side; you’ll save money on gas.

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