The RS e-tron GT is Audi’s new performance flagship and it’s electric, so let’s find out how it behaves on Aussie roads…
- How much does the Audi RS e-tron GT cost?
- What equipment comes with the Audi RS e-tron GT?
- How safe is the Audi RS e-tron GT?
- What technology does the Audi RS e-tron GT feature?
- What powers the Audi RS e-tron GT?
- How far can the Audi RS e-tron GT go on a charge?
- What is the Audi RS e-tron GT like to drive?
- What is the Audi RS e-tron GT like inside?
- Should I buy an Audi RS e-tron GT?
The 2023 Audi RS e-tron GT is the most powerful production car the German luxury brand has ever built. It’s also electric and the first EV from high-performance sub-brand RS. So quite the statement. A dual-motor AWD five-door/five-seat super-coupe, the RS e-tron GT retails for almost $250,000 plus on-road costs. It shares much of its technical base with the Porsche Taycan, but its fiercely svelte look is its own. The RS is the flagship of a two-model range, which also includes the cheaper, less powerful and slower (but not slow) e-tron GT.
How much does the Audi RS e-tron GT cost?
The Aussie pricing of the 2023 Audi RS e-tron GT actually went down between its February 2022 announcement and its January 2023 on-sale.
Okay, not by much. It dipped from 249,700 plus on-road costs to $248,200 plus ORCs. But hey, every bit counts. Thank the slightly adjusted luxury car tax threshold for the extra loose change.
It’s the same story for the 440kW/830Nm RS model’s sibling, the 350kW/630Nm e-tron GT, which drops from $181,700 to $180,200 plus ORCs.
Key competitors for the e-tron GT family include the technically very similar Porsche Taycan and the new Mercedes-Benz EQE line-up.
There’s also an upstart battery-electric performance hero to consider and that’s the much cheaper Kia EV6 GT, which has just launched and is getting rave reviews.
And we’d add the Tesla Model S if only you could buy one…
What equipment comes with the Audi RS e-tron GT?
Built at the same German factory as the sadly departed (from Australia) R8 sports car, Audi’s first electric RS model is acceptably equipped considering its price and stature within the range.
Exclusive exterior equipment the 2023 Audi RS e-tron GT boasts above the e-tron GT includes 21-inch alloy wheels (versus 20s), black exterior styling for bits like mirror caps, a filled-in EV version of the Audi single-frame grille in body colour and red brake callipers.
Inside, there are powered RS sports front seats with lumbar adjustment and ventilation, Nappa leather interior trim, inlays in carbon-fibre, steering wheel heating, colour ambient lighting, illuminated door sills and an alarm that provides alert messages to your mobile device.
There are a number of very important tech features beyond the power and torque bumps that separate the two e-tron GTs and we’ll deal with them further along.
Key features shared with the e-tron GT include an adjustable rear wing that fully extends at 170km/h, metallic paint, a ginormous panoramic glass roof, a power tailgate with gesture control, keyless entry and start, tri-zone climate control, seat heating and a power-adjustable steering column.
The RS comes with some sizeable options: a carbon and black pack is $15,000, a sensory package is $8400 and an RS design package costs $4550.
Both e-tron GT models come protected by a five-year/unlimited-kilometre factory warranty. The battery warranty is eight years and 160,000km.
Home charger installation, six years’ public charging, scheduled servicing and roadside assistance is complimentary. Service intervals are two years or 30,000km, whichever comes first.
How safe is the Audi RS e-tron GT?
Given how exclusive and expensive it is, there’s no point hunting for an ANCAP rating for the 2023 Audi RS e-tron GT. It doesn’t exist.
Standard safety equipment for both e-tron GT models includes dual front airbags, side airbags front and rear and curtain airbags.
The autonomous emergency braking (AEB) system operates at up to 85km/h for pedestrians and 250km/h for vehicles. It can also monitor for rear-end collisions. But it does not spot cyclists.
Adaptive cruise control regulates the distance to the vehicle in front. It can also stop and go in heavy traffic and guide the e-tron GT within its lane.
Active steering lane assist, blind spot monitoring, intersection crossing and turn assist, a 360-degree camera, a head-up display and LED Matrix headlights with top-spec Audi Laserlight are also part of the package.
The Audi pre-sense system anticipates accidents and undertakes functions like tensioning seat belts and closing the sunroof. The e-tron GT also provides additional steering torque when it senses the driver is in an emergency situation.
There is no spare tyre, but the e-tron GTs at least have tyre pressure monitoring.
What technology does the Audi RS e-tron GT feature?
The 2023 Audi RS e-tron GT comes with a tech-heavy interior, including a configurable 12.3-inch ‘virtual cockpit’ instrument panel.
A 10.1-inch infotainment touch-screen sits alongside in the centre of the dashboard.
The system includes embedded satellite navigation, as well as online services such as traffic information with hazard alert, parking information and weather.
The Audi connect system also provides a car finder, remote lock and unlock, emergency call and online roadside assistance.
Specific e-tron services include remote charging, remote climate control and driving data.
Both Apple CarPlay and Android Auto can be connected wirelessly or via a cable. Selected smartphones can be charged wirelessly.
There are four USB-C outlets in the cabin, with the two up front providing data transfer as well as charging functions.
The e-tron GT range includes DAB+ digital radio and FM radio, but no AM.
What powers the Audi RS e-tron GT?
The 2023 Audi RS e-tron GT is all-wheel drive with a permanently excited synchronous e-motor sitting on each axle.
The front motor produces 175kW and the rear motor 335kW. That combines for a peak output of 440kW and 830Nm. And that’s before you take into account the 2.5-second overboost function that pumps the total up to 475kW, making this the most powerful production Audi ever – petrol or electric.
In the sharpest dynamic mode or with easily enabled launch control in support, the RS claims a 3.3sec 0-100km/h time and an 11.1sec 0-200km/h sprint. Top speed is set at 250km/h.
The rear motor drives via a two-speed automatic transmission split into high and low ratios. When driving casually the car takes off in second gear. When launching hard, first is used and sometimes – but not always – the shift is perceptible.
With its less powerful 320kW rear motor, the e-tron GT makes do with 350kW (390kW overboost) and 640Nm, a 4.1sec 0-100km/h time, 0-200km/h in 15.5sec and a 245km/h top speed.
How far can the Audi RS e-tron GT go on a charge?
A range of 504km is claimed for the 2023 Audi RS e-tron GT based on the less rigorous NEDC testing regime. Under WLTP it drops to 455km.
Both e-tron GTs store energy in an 83.7kWh (net) lithium-ion battery pack slung between the axles. Again, on the NEDC standard, the RS is claimed to consume 20.2kWh per 100km.
The e-tron GT’s 800V electric architecture allows it to DC fast-charge at a claimed rate up to 270kW, which equates to a 5-80 per cent charge in 22.5 minutes. Its max AC charging rate is 22kW.
The e-tron GT also allows regenerative braking energy recovery which can be adjusted via paddles on the steering wheel. It never seemed especially strong during our drive and does not allow one-pedal driving.
Energy recuperation can be set to auto, allowing the car to maximise that function. There is no vehicle-to-load (V2L) or vehicle-to-grid (V2G) charging capability.
What is the Audi RS e-tron GT like to drive?
The 2023 Audi RS e-tron GT is the Porsche Taycan’s technical blood brother starting at the core J1 architecture that underpins both cars.
The Audi is a substantial piece of kit. It weighs in at 2345kg unladen despite the plentiful use of aluminium for body panels and parts underneath.
It is just shy of five metres long, is 1964mm wide, 1414mm high and has a 2900mm wheelbase. Our test car rolled on staggered Goodyear Eagle F1 rubber, the rears measuring up at a massive 305/30R21.
From some exterior angles the relationship with Taycan is obvious, from others the e-tron GT has its own powerful and menacing character. The huge rear wheel-arches are striking.
Speaking of exterior styling, is anyone else having flashbacks to the FPV GT raccoon mask when they look at the front-end of the e-tron GT? Just saying.
Under the skin, the RS e-tron GT has a whole lot of extra go-fast tech kit compared to the e-tron GT. It gets standard all-wheel steering, a Haldex rear-axle differential lock and bigger tungsten carbide-coated brake discs clamped by six-piston callipers up front.
The two e-tron GTs share fundamentals such as double wishbone front and multi-link rear suspension systems with adaptive dampers, height-adjustable three-chamber air springs and electro-mechanical steering. The RS has a firmer suspension tune than the e-tron GT.
The behaviour of the drivetrain, chassis and even the synthesised soundtrack can be dialled through multiple drive select modes including Comfort, Efficiency, Dynamic and Individual.
So what’s it all mean to drive? Basically, the RS e-tron GT is stunningly fast.
Thanks to the ability of the e-motors to introduce max torque from throttle tip-in, it’s real slam-you-back-in-the-seat stuff.
It’s hard to imagine anyone ever getting tired of that sensation.
Reach a corner and the low centre of gravity and enormous rubber deliver prodigious grip and allow for extreme lateral speeds and loads.
So flat, planted and almost otherworldly is the RS e-tron GT when negotiating corners, it feels like a stealthy supercharged vacuum cleaner sucking up the road.
Because the usual signals we rely on when driving a performance car are missing, it’s easy to misjudge how quick you are going. There’s no valvetrain meshing, no exhaust howling, no ability to adjust the gears.
The RS e-tron GT also has steering that isn’t especially communicative and could use more bite off-centre. Add all-wheel steer with its sharp turn-in and achieving the right cornering line in the RS can be a challenge. It is easy to turn in too soon and too sharp.
After a while I found myself hungering for an old-school RS 6 V8. Not because it would be faster, but because it would be more involving and provide more feedback when gauging appropriate cornering speeds.
On more relaxed and open black-top, the RS e-tron GT lives up to its Gran Tourer initials.
Despite the suspension tune and huge tyres, the ride is decent. Road roar is more intrusive. Some squeaks and rattles inside the cabin were also noticed.
The e-tron GT is actually the better cruiser. It rides that bit better and is that bit quieter. It doesn’t have the sheer explosive drama of the RS, but it’s still pretty darn fast.
What is the Audi RS e-tron GT like inside?
Audi’s gone its own way on the presentation of instrumentation and displays of the 2023 Audi RS e-tron GT, rather than ape the Porsche Taycan.
That’s good because its combination of two screens and physical buttons is much easier to understand than the three screens of the Porsche, via which even air vent direction has to be adjusted.
The RS does still have some adjustability, of course. The digital instrument panel can be tuned through different configurations and views. That includes a version where a map takes up most of the screen.
The touch-screen has standard Audi design and content. Running on the Volkswagen Group MIB3 operating system, it has eight main subject tiles with menus to pick from and they can each be dragged and dropped to reflect preferences.
There are unique e-tron sub-menus for charging, including advice on level, timing, limits and pre-conditioning.
The RS e-tron GT is more premium than luxury in its look and feel. There is a scattering of trims – carbon, piano black, stitching and furry bits. Drama is provided by protruding angles and edges.
The front seats are very supportive, which they need to be for a car of this cornering capability.
Storage is acceptable rather than generous. Door pockets are skinny.
The RS e-tron is snug in the back seat. Headroom isn’t too bad but kneeroom is a little tight. The battery pack shape has been scalloped to allow more foot space. Audi calls it a ‘foot garage’.
There’s not a lot of rear storage on offer. There are tiny door bins but no seatback pockets. The rear USB-C outlets are hidden on the seat base. Exit and entry isn’t the easiest because the frameless doors are small and there is a high sill to step over.
Luggage space is also tight. The RS e-tron GT has only 350 litres of room in the boot. There is under-floor storage and another 85 litres in the frunk up front.
There is a 12V outlet in the boot, but no noise insulation on the inner boot lid. Maybe it’s not judged as needed because it’s an EV.
Should I buy an Audi RS e-tron GT?
It’s a pity the 2023 Audi RS e-tron GT has taken so long to show up in Australia. If it had arrived 12 months ago when that pricing was first announced the reception would have been more enthusiastic.
But new EVs are arriving all the time and with them comes more competition, capability and understanding.
The Kia EV6 GT is the classic example of that. It’s less than half the price of the RS but it’s certainly not half the car.
The RS e-tron GT is humongously fast, striking to look at and is undoubtedly a significant benchmark for Audi in its transition to electric vehicles.
Like the Porsche Taycan before it, this is an immense technical achievement. But it isn’t as forthcoming in providing immense personal satisfaction for the driver.
A car with the RS badge should deliver that.
2023 Audi RS e-tron GT at a glance:
Price: $248,200 (plus on-road costs)
Available: Now
Powertrain: Two permanently excited synchronous motors
Output: 440kW/830Nm
Transmission: Two-speed transmission
Battery: 83.7kWh lithium-ion
Range: 504km (NEDC)
Energy consumption: 20.2kWh/100km (NEDC)
Safety rating: Not tested
Keyword: Audi RS e-tron GT 2023 Review