Audi vehicles can never be accused of doing things slowly, and the same goes for the company, particularly when it comes to electrification. It’s been less than four years since the e-tron, the automaker’s first battery electric mass production vehicle, came to market and today the e-tron family counts seven members. Joining that initial offering is the e-tron Sportback, the e-tron S Sportback, the Q4 e-tron, the Q4 Sportback e-tron, the e-tron GT and the RS e-tron GT.
Apart from somewhat confusing naming and nomenclature — surely it should be GT e-tron, or if not then e-tron Q4 — the e-tron stable fulfills the tantalizing prospect of marrying state-of-the-art all-electric powertrains with over a century of car-building and engineering experience.
I’ve just spent a few weeks with what to my mind is the best e-tron package so far, the e-tron GT Quattro. Yes, undoubtably the RS version of this all-wheel-drive grand tourer has more power and acceleration, but does a zero to 100 km/h time of 4.1 seconds really pale in comparison to the RS’s 3.3 seconds? Suffice to say, both are blindingly quick.
2022 Audi e-tron GT. Photo by Andrew McCredie
I should qualify that my declaration of appreciation for the GT over the other e-trons is based on the fact I whole-heartedly prefer the sport sedan segment over the SUV/CUV classification. I simply prefer the handling, seating position and aesthetics of a car over a light-duty truck, which to my mind represents the minivans of the 21st Century. Any vehicle with the name ‘utility’ in its description does not set my pulse a-racing. And calling something a ‘Sportback’ is to my way of thinking over-compensating for something lacking.
The word ‘lacking’ certainly has not come to mind once during my initial time on this long-term test drive. The underlying mechanics of the e-tron GT are exceptional, the dual synchronous electric motors and the 93 kWh Li-ion battery powertrain combo creating a silent and seamless driving experience. The handling does not disappoint either, testimony to Audi engineer’s abilities in creating an all-wheel-drive transmission consisting of a single speed up front and two-speed in the rear. The photos accompanying this introduction review were taken up Cypress Bowl Road in West Vancouver, a sinewy and switchback-laden mountain route ideal for testing the cornering, braking and acceleration of the all-electric vehicle. Most travellers on this road have big grins because they are heading up to ski, snowboard or hike; my ear-to-ear smile was horsepower-induced. That would be 469 ponies, and a sport steering-wheel-gripping 522 hp in boost mode. With regards that latter feature, the GT’s electric motors and transmission are designed to keep reserves available for what Audi refers to as ‘extreme driving situations,’ translating to that 500-plus horsepower boost on tap for 2.5 seconds.
2022 Audi e-tron GT. Photo by Andrew McCredie
2022 Audi e-tron GT. Photo by Andrew McCredie
2022 Audi e-tron GT. Photo by Andrew McCredie
2022 Audi e-tron GT. Photo by Andrew McCredie
2022 Audi e-tron GT. Photo by Andrew McCredie
2022 Audi e-tron GT. Photo by Andrew McCredie
2022 Audi e-tron GT. Photo by Andrew McCredie
From the very first time I drove an electric vehicle, I have been somewhat obsessed with regenerative braking, the intriguing process of harvesting power back into the battery from friction created by applying the brakes. Descending down a steep mountain pass, or even a suburban hill, and watching as kilometres are being added to the vehicle’s remaining range still amuses me. To the point that when I am driving a regular old ICE vehicle, I feel shortchanged that I am not adding range to my trip.
While not the best regen system I’ve experienced — from a user and an adaptability perspective — the GT’s provides three settings controlled by steering wheel-mounted paddles. As soon as I start the vehicle I tap the left-hand shifter twice to engage the strongest regen, which feels like a mid-range regen setting in other EVs I’ve driven. Still, it is strong enough that tapping the brakes is unnecessary when going down a somewhat steep hill. Likewise, I press the centre console Drive Select button until I reach the ‘Efficiency’ setting. I’ll try out the Comfort, Dynamic and Individual settings in the coming weeks and report on those, and I’ll also provide some feedback on the charging aspects of the e-tron GT, including using a DC fast-charger. We’ll also dive into the interior and cargo capabilities of the four-door, but (spoiler alert!) they are pretty awesome.
2022 Audi e-tron GT. Photo by Andrew McCredie
2022 Audi e-tron GT. Photo by Andrew McCredie
2022 Audi e-tron GT. Photo by Andrew McCredie
2022 Audi e-tron GT. Photo by Andrew McCredie
2022 Audi e-tron GT. Photo by Andrew McCredie
2022 Audi e-tron GT. Photo by Andrew McCredie
2022 Audi e-tron GT. Photo by Andrew McCredie
I must make an amendment to my somewhat hyperbolic statement about finding nothing lacking when it comes to the e-tron GT, however it is no fault of the engineers, designers or builders of this fantastic machine. The fault lies solely with me, and my chosen profession of journalism, the result of which is a bank account falling woefully short of affording this $129,000 dream machine (actually, $144,135 as tested).
Silver lining is that as said journalist, I do still have a few more months behind the wheel. Cue the grin.
Keyword: Long-term EV Test Introduction: 2022 Audi e-tron GT Quattro