2022 Audi RS e-tron GT Reviews, Pricing & Specs

The 2022 Audi e-tron GT Quattro is the second all-electric vehicle that Audi is bringing to North America, following the e-tron SUV, which debuted for the 2019 model year. The GT is a sport sedan similar in size to the Audi A7, Porsche Panamera, and Mercedes-Benz CLS-Class. It’s also similar in shape, with a tapering fastback roofline, but unlike the A7 and Panamera, the GT has a more conventional trunk rather than a large hatch. Underneath its bodywork, the e-tron GT shares a lot of components with the Porsche Taycan.

This review is based on the Audi RS e-tron GT, the high-performance version that increases power output by 22 percent over the standard e-tron GT. Besides some subtle badging, there’s little difference in appearance between the two, which is a good thing since we’re fans of the styling. The low-slung ride height, sleek profile, and flared fenders give the GT an appropriately athletic stance. The faceted body sculpting and broad width further enhance its presence, turning the heads of even the most jaded car enthusiasts. As is the case with the Porsche Taycan, the e-tron GT sports a rather conventional grille, making it look more like a gasoline-powered sedan than an electric vehicle (EV). LED headlights and taillights are standard.

The GT’s interior continues the theme with deeply faceted shapes that define the dashboard. Unlike some EVs from other automakers, Audi goes with a moderately sized infotainment touchscreen mounted in the dash rather than a tablet-like display that dominates the centre of the cockpit. Materials quality is excellent throughout the cabin and the overall construction has a satisfying heft and solidity, though we’d prefer less of the piano black plastic that tends to attract smudges and dust.

Overall, the e-tron GT delivers high levels of luxury, refinement, and performance wrapped in an evocative yet tasteful body. It’s one of those cars that simply makes you feel special whether you’re exploring its fun-to-drive nature or just cruising down the highway.

All e-tron GT models draw power from a 93-kilowatt-hour lithium-ion battery pack, the same size as the larger of the two packs offered in the Porsche Taycan. It feeds two electric motors that are placed at each axle to deliver an electronic equivalent of Audi’s signature Quattro all-wheel drive (AWD) drivetrain. The standard e-tron GT has a combined output of 496 horsepower and 464 pound-feet, but a boost function for launch control increases that to 522 hp and 472 lb-ft for a brief moment. With that boost function enabled, Audi says the GT will accelerate to 100 kilometres per hour in only 4.1 seconds. On a full charge, it’s estimated to return a Natural Resources Canada-rated 383 kilometres of range.

The RS model increases output from the dual-motor powertrain to 590 hp (637 hp in boost mode) and 612 lb-ft of torque. That should get the RS from zero to 100 km/h in 3.3 seconds on its way to a 250 km/h top speed. Range is estimated slightly shorter, at 373 kilometres. With performance specs like that, it should come as no surprise that the RS is an absolute rocket off the line. You’d be well advised to press your head into the headrest before stomping on the throttle. Acceleration is instantaneous and breathtaking—but not entirely silent. Audi adds some sounds to give an indication of how hard you’re driving in the form of a robotic hum and whine. It brings a distinct sci-fi character to the GT and adds just the bit of theatre that we think it needs.

In the curves, the RS e-tron GT corners with sports car precision, which is impressive for a large sedan that weighs 2,315 kilograms (5,100 pounds). Its standard air suspension and available all-wheel steering instill confidence with each turn of the wheel, joyfully tempting you to push harder. In this manner, it certainly deserves the RS badge, which is equivalent to a Mercedes-AMG or BMW M emblem.

Braking is where the GT differs from most other electric cars, as it doesn’t permit one-pedal driving. When you lift your foot off the throttle, you won’t get the strong deceleration from brake regeneration. Instead, it coasts with very little slowing, forcing you to use the brake pedal to slow or stop. In this way, the GT is more like a typical internal-combustion vehicle. Drivers new to EVs should be able to get in and go with little change in the way they drive, but we would have preferred to at least have a one-pedal driving option.

Despite the RS e-tron GT’s sporting potential, it remains pleasantly comfortable. The suspension does an admirable job of reducing road imperfections to a gentle thud, though some undulations will result in a little passenger jostling. Overall, it has a wonderful balance between performance and refinement, making it equally accomplished at carving through turns as it is at cruising peacefully down the highway.

The front seats provide ample side bolstering to keep you in place when cornering, but they are not so aggressive as to make you feel confined. Padding is on the firm side but remains comfortable for a few hours at a time. In the base GT, the seats are covered with synthetic leather upholstery, but our RS with the US equivalent of the RS design package upgrades them to full Nappa leather with racy red stitching and matching red seatbelts. That package also adds seat ventilation and a seatback massage function. Rear seats can easily accommodate a 5’10” adult passenger with a little headroom and legroom to spare, though the narrow windows tend to make them feel a bit smaller.

Unfortunately, cargo and storage aren’t nearly as accommodating. Front-seat occupants are left with only a pair of cupholders, door pockets, and an unusually small centre armrest bin for their personal items. That bin has a wireless charging pad inside, but we were unable to fit our Max-sized iPhone and bumper case on the charger (or, for that matter, in the bin itself). We resorted to using the cupholders as a phone holder with a wallet and face mask wedged in to keep the phone from rattling. While this isn’t a deal breaker, we certainly expect more from Audi.

The trunk is also small, with only a 350-litre capacity. You should be able to easily squeeze in at least three carry-on roller suitcases, but the related Taycan and its larger hatchback space measures 440 litres. The e-tron GT does have a centre pass-through in the rear seats to allow for longer objects, and the seatbacks fold flat to the cargo floor to provide more space.

There is a frunk, but that holds a bit more than 50 litres and accessing it is surprisingly annoying. There is no exterior button to open the frunk, nor is there one on the remote key fob. That forces you to use a button that is somewhat hidden in the trailing edge of the driver’s door, and is only accessible when parked.

The e-tron GT features two charge ports, one on each side just behind the front wheels. The driver-side port accepts typical J-type Level 2 AC chargers while the passenger side can also accept CCS-type DC fast-charging stations. The GT is capable of 270-kilowatt DC fast charging, which should replenish the battery from 5 percent to 80 percent capacity in 30 minutes. On the more common Level 2 chargers, expect a 10.5-hour charge time.

Compared to the tablet-like displays from Tesla, Mercedes-Benz, and a few others, Audi’s more conventional 10.1-inch touchscreen is less distracting to use. With a good amount of physical buttons for often-used functions, you won’t have to dig through on-screen menus as much, either. The graphics are sharp and well organized, but there is often a noticeable delay before inputs are recognized. The e-tron GT also gets a 12.3-inch version of Audi’s Virtual Cockpit digital instrument cluster.

Apple CarPlay connectivity is wireless but takes quite a while to boot-up. Android Auto is also included, but it requires a wired connection. A Bang & Olufsen sound system is standard. A wireless charging pad is also standard, but as the aforementioned storage issues point out, you’ll need a smaller phone to use it. Less prominent is vehicle-to-infrastructure (V2I) communication, which offers features such as a traffic signal change countdown, warnings related to nearby emergency vehicles, and instant traffic updates. This system is also standard, but is subject to participation with local services.

As of this writing, neither the National Highway Traffic Safety Administration (NHTSA) nor the Insurance Institute for Highway Safety (IIHS) have published crash test results of the 2022 Audi e-tron GT. The lack of test results shouldn’t be alarming though, as the GT comes with a full complement of safety features. These include forward-collision warning, blind-spot monitoring with rear cross-traffic alert, lane-keep assist and lane-departure warning, front and rear parking sensors, and adaptive cruise control.

In general, these safety and driver-assistance features performed flawlessly. The adaptive cruise control is commendable for its smooth acceleration and braking, and in some situations, it could fill in for the lack of one-pedal driving. In our time with the RS, we experienced only one false frontal collision warning, and it was in a particularly complicated intersection.

The Audi e-tron GT is easily one of our favorite EVs and if your preferences include stirring performance, we’re sure you’ll agree. With a starting price of $130,850 in Canada (not including $2,700 in fees), this kind of zero-emission entertainment is prohibitively expensive. The RS e-tron GT has a $180,850 starting price, but the majority of drivers will find the base e-tron GT more than adequate, leaving the RS to those with an unquenchable thirst for sporty power and performance.

Surprisingly, the related Porsche Taycan has a starting price of “only” $121,700, but that base model is less powerful and has an estimated range of 320 kilometres. The closest equivalent to the e-tron GT is the Taycan 4S with the upgraded Performance Battery Plus that starts at $128,060. The Tesla Model S starts at $135,000 and upgrading to the high-performance Plaid model will set you back $176,600. You’ll get a lot more range with these Teslas (652 kilometres and 628 kilometres, respectively), but the interior and build quality are not up to luxury standards and the steering yoke (instead of a traditional steering wheel) is not just awkward, it could be a safety hazard. We also have the forthcoming Mercedes-Benz EQE sedan, but pricing has not yet been announced.

Helping to make a dent in the initial outlay of cash are the inherent savings that come with EV ownership. Depending on your driving habits and the cost of gasoline, you could save several thousand dollars per year compared to an internal combustion vehicle. There may also be incentives to sweeten the deal, depending on where you live.

Note: Images and video show a US model.