2022 Audi RS e-tron GT review - This Audi RIPS!

The German luxury brands have embraced our electric future. Mercedes has its EQ line, and BMW has its range of lowercase i cars. Audi has the e-tron offshoot. And this is the first sedan, the 2022 e-tron GT. It follows the e-tron SUV, which was introduced in 2019. Expectations are high for the e-tron GT, since there aren't a lot of electric sedans or coupes with any sporty overall performance. How does it stack up against its rivals? Well, we'll get to that shortly. But in the meantime, do us a favor, hit like and subscribe below to get all of our latest reviews. The e-tron GT is about the size of the Audi A7, Porsche Panamera, or Mercedes-Benz CLS class. Underneath its sheet metal, it shares a lot of its components with the Porsche Taycan. It has two electric motors, one at each axle for all-wheel drive. They're all fed by a 93-kilowatt-hour battery pack, which is the upgraded battery in the Taycan. Combined, they produced 496 horsepower and 464 pound-feet of torque. In a temporary boost mode, output increases to 522 horsepower and 472 pound-feet. The EPA estimates it will return 236 miles of range on a single charge. This, however, is the RS e-tron GT, which generates an impressive 590 horsepower and 612 pound-feet of torque. In its temporary boost mode, that kicks it up to 637 horsepower. And Audi says that's good enough to accelerate it to 60 miles an hour in only 3.1 seconds. Range, understandably, drops. But at 232 miles, that's still pretty acceptable. As far as styling goes, the e-tron GT blends some classic Audi elements with the modernity that EVs are known for. It has planar surface treatments to make it look sportier than some other EVs. And these flared fenders, they give it a strong, broad stance. There's a charge port here and also on the other side, which makes charging easier. But you just have to remember that the passenger side is the one that is DC fast charge capable. Now, here in the back, the roofline tapers down to a graceful fastback silhouette. One would assume you'd have a big hatchback back there. But in actuality, it's just a regular trunk. And we'll get into that later. Overall, I think it's a sharp-looking car that could easily be mistaken for a gasoline-powered sedan rather than an EV. What do you think? Do you prefer this styling or some of the grill-less EVs? Let us know in the comments below. Oddly enough, it also drives a bit like a conventional gasser. So let's hop in, and I'll explain why. With 637 horsepower and 612 pound-feet of torque, it's a fair assumption that this RS e-tron GT rips. And it does. Right off the line, acceleration is instantaneous. And it'll snap your head back if you're not prepared. To say that it's more powerful than most drivers will ever need is a major understatement. Power delivery is buttery smooth, linear. And since it's an EV, there aren't any gear shifts. It just keeps pulling and pulling until it reaches its 155-mile-an-hour top speed. The e-tron GT differs from other EVs when you want to slow down. When you let off the accelerator, you don't get the typical strong deceleration from regenerative braking. Now, that's when the motors turn to generators and use the car's momentum to recharge the batteries. You can increase the regeneration with these paddles here on the left side. But they don't seem to have much of an effect. The GT just sort of freewheels and coasts until you start pressing on the brake pedal. Rather than giving us the usual one pedal driving capability, Audi decided to integrate it into the brake pedal itself. Up until you reach a certain threshold of deceleration, you're just using the brake regeneration. Past that threshold, it activates the brake pads. And you never really feel that transition. In this way, the GT drives more like a conventional gasoline car. Now, that's great if you're new to EVs. But personally, I'd prefer to at least get the option for one pedal driving. Hopefully, that's something that Audi can do later with an update. As far as handling goes, it's delightfully sporty. There's an abundance of grip from all four wheels. And traction is excellent, thanks to all-wheel drive. You do feel the GT's 5,100-pound heft when you're pulling Gs, though. It's certainly not as tossable and agile as at RS3 we drove a few weeks ago. But for the vast majority of drivers, it will easily exceed expectations. Now, if you want sharper handling and response, I suggest checking out the Porsche Taycan. Now, switching to dynamic drive mode, it stiffens up suspension just a bit. But it doesn't significantly change much. You might feel a few more bumps here and there. But it doesn't really improve handling to a noticeable degree. Now, speaking of ride quality, it's quite comfortable. You'll get some jostling over some undulations. But considering how well it handles, I think it's a great balance. That mode also makes the synthetic drive noises a bit louder. And I like it. It gives you a better connection to how hard you're driving. And as an added bonus, it has a great sci-fi whine and hum, almost like you're in a spaceship. This is the way. I can also hear some boominess over some of the bumps, which is something I noticed on older EVs. It's a low-frequency murmur that is almost always present. And it's also something I expected to be silenced in this Audi. Thankfully, it's not intrusive and can be easily drowned out with the audio system. Overall, the e-tron GT fulfills the role spelled out in its own name. As a Grand Tourer or GT, it's sporty enough to have fun with, but comfortable enough that you can take it on a long road trip. It's also just a pleasant place to spend some time in. So let's take a break and go over the interior. In a time where other car makers are plopping a big old tablet-like display in the middle of the dash, Audi takes a more traditional route by putting a 10-inch touchscreen right in the dash. As a result, it's less distracting to use, and there are plenty of shortcut buttons for quick adjustments. There is a slight delay between the time you tap the screen and when something happens. And it also takes a little time for Apple CarPlay to boot up. But it is wireless. Android Auto is available, but it does require a cord. You also get plenty of safety tech, and I'm particularly happy with the adaptive cruise control. It drives a lot like a normal human would with smooth inputs on the throttle and brake. It also brings you down to a nice, smooth stop. I did experience one false alarm with a frontal collision, but that was a rather complicated intersection, so I'm willing to give it a pass for that. Materials quality is excellent throughout the entire cabin, but I do feel like there's just a little bit too much piano black plastic. Unfortunately, under certain lighting conditions, this black plastic can send some pretty nasty reflections into your eyes. In base form, the upholstery is a synthetic leather that's fairly convincing. With the year one package that this has, it upgrades you to premium leather, and also the seats are ventilated. It also has a massage function that works on the seat back here. I would lobby Audi to also add the massage function to the seat cushion, because after a few hours, I started feeling a few hard spots. I also wish there was more internal storage for your personal items. As it is, you have these moderately-sized cup holders and this small tray here. But this center armrest bin, well, it's really small. It doesn't even fit my max-size iPhone with the bumper case around it. There's also a wireless charging pad down here, but I can't get to it. And honestly, I think you'd have to have a pretty small phone for that to work. Now, I know that's a first-world problem, but honestly, I expect a little more from Audi. Rear visibility is also lacking. In the mirror, you really just have this narrow slit to look through. It really doesn't give you much idea of what's behind you. Well, now that I'm looking back there, let's check out the rear seats. I have a good amount of space back here. I'm 5'10", sitting behind the driver's seat that's set for me. My head, it's not bumping into the headliner, and I have plenty of room for my legs and feet. That's all a bit surprising, considering that sloping fastback roofline. I expected it to be, I don't know, a little more closed in. Now, I do feel like I'm a little more closed in than I am, because these windows are kind of short, and I kind of feel a little claustrophobic. But overall, it's pretty good. Down here in the center, we have two air vents and controls for the fan, as well as the outboard heated seats. What's missing, though? USB charge ports. That seems like another misstep, especially for a midsize luxury sedan. Here in the center, we have a nice little armrest, as well as a center pass-through for longer objects in the cargo area. And you'll probably need that, because the cargo only measures 9.2 cubic feet. That's small for any sedan, but it's especially small for a luxury midsize sedan. There are some handy hooks back there for your bags, though. And up front, you do have a frunk, but that measures less than 2 cubic feet. I personally like frunks, especially if it's easier to access, depending on how you park. The weird thing is, though, there's no way to open that frunk from the outside. There's no button on the remote, and there's no hidden button near the grill. You actually have to open the driver's door and find the button on the outside. It's a little weird. It's a little awkward. The e-tron GT is DC fast charge capable up to 270 kilowatts, which means you should be able to get a charge from 5% to 80% in only 30 minutes. On the more common level 2 chargers, you can expect it to take about 10 and a half hours. Audi makes home charging a bit easier, since they partnered with Amazon to streamline the process. You do get a beefy charge cable with the GT, though. That means if you have a compatible outlet, you may not have to spring for a charger. But you should consult with an electrician first, because these EVs, they can pull a lot of juice. So what does all of this cost you? A lot, actually. The base e-tron GT starts just above $106,000. This RS e-tron GT starts above $145,000. With the loaded year one package, this test vehicle has a sticker of over $160,000. By comparison, the Porsche Taycan starts right around $88,000. But a comparable model to the RS starts at almost $155,000. The Tesla Model S is comparably priced to the base e-tron GT, while the Plaid will set you back about $136,000. It's quicker, but it's not as confident at cornering. And interior quality doesn't even come close to the Audi or the Porsche. Other alternatives include the Mercedes-Benz EQE sedan and BMW i4. Honestly, I think the base e-tron GT is the right call in the lineup. It's already plenty quick, and the overall experience is very similar. It has a good balance of athleticism and comfort, where the Porsche is biased more towards performance. The BMW i4 is also good, but I'm still grappling with that grill. What would you get in this class? Let us know in the comments below. And if you consider the e-tron GT over its rivals. Thanks for watching, and don't forget to hit the Like and Subscribe buttons below. Also, if you have a car that you need to sell, check out CarGurus' Sell My Car feature. You'll get a great price on your car, and they'll even come and pick it up for you. Well, that's it for us. Thanks for watching, and we'll see you next time.