2022 Audi RS E-Tron GT – Sometimes, when writing the content of a car review, I prefer keeping my notes in a safe place and letting the virtues of the vehicle show the quality (or good or bad) it is while I write. Sometimes, however, I’m fortunate enough to find the kind of car that is so great it’s worth burying the storyline. That’s the case in the case with this 2022 Audi RS E-Tron GT. It’s fantastic and is among the top cars available in the present, and if fortunate enough to have the money to buy one, do it with certainty.
2022 Audi RS E-Tron GT Review
Engine & Performance
It’s also helped to know that this E-Tron GT is itself very closely related to a different fantastic machine is The Porsche Taycan. They could be considered identical twins, if not because they’re almost identical. However, I’ll discuss the aesthetics in a minute. The way that this Audi operates is much more important. Let’s begin at the beginning with numbers. With the same basic design as the regular E-Tron GT, the RS has significantly more power, with a staggering 637 horsepower as well as 612 pounds-feet of torque in overboostmode, dropping to a staggering 590 horsepower after 2.5 minutes. This is nearly enough time to reach 60 mph while an impressive 3.1-second time from 0 to 60 makes it Audi’s fastest car.
You can feel it, even though the excitement of a flight in the GT isn’t as great. In any direction, with no need to wait for downshifts, the GT moves forward in an astonishingly smooth way without the slightest little bit of wheelspin. Its traction controls are so smooth you won’t notice it, at least in the immediate dead-throttle manner of a conventional car. If I’m asking too much of the huge 21 inch Eagle F1 tires fitted to my test car The Audi just turns off the power for as long as are needed to restore the grip, and then immediately switches the wick back to. If you find that it’s a bit too much push for your needs, Audi offers a series of drive modes that can be adjusted to adjust the response of the throttle, steering feel, and the stiffness in the suspension air. The only thing you aren’t able to adjust unfortunately is brakes that regeneratively work. Yes the RS E-Tron GT indeed offers three different regen settings, which can be easily changed through the steering wheel paddles however, they’re not all useful. They should be labeled No and too Little and Not Enough. One day, the Germans will see that American electric vehicle owners prefer one-pedal vehicles, at the very most as an option however, today isn’t that day. Yes this RS E-Tron GT indeed offers three distinct regen modes that can be quickly switched by using the paddles on the steering wheel, however, they’re all ineffective. They should be labeled No or too Little and Still Not Enough.
Regen concerns aside In Dynamic mode, the GT is just awe-inspiring. Rear-axle steering lets it go into a stunningly sharp turn and maintain a straight line more than any other 5,174-pound car could. (By the way, this is just 90 pounds lighter than the Ford F-150 hybrid.) However, any serious flaw in the pavement will let you know how hard the suspension is functioning. When you bump into a bump, turn quickly then you’ll notice that RS E-Tron GT tends to drift off to the side, surrendering to the physics of the circumstance before landing in a tense position, quickly regaining its grip and control.
Specs & Charging
If you push it less When you’re pushing it less hard, you’ll find that the RS E-Tron GT is smooth and comfortable, thanks to the massive inertial damper embedded in the flooring. I’m referring here to the 93-kilowatt hour battery pack, which can deliver 223 miles as per the official EPA rating. It’s an efficiency of 42 kWh/100 miles. My tests that involved long highways and no shortage of acceleration hard I performed better than that: I saw 37 kWh/100 miles or around 2.7 miles for every kWh. This gives me about 250 miles of theoretical range from this car when driving at high speeds.
If I drive more cautiously I am sure that the number could easily be surpassed. It shouldn’t come as a surprise considering that my colleague Steven Ewing saw 280 miles from a Taycan. Yes, we’re from the 405 miles provided by the Tesla Model S, but in my experience, range anxiety is almost gone once you’ve traveled beyond 200 miles. This is further dispelled by the fact that it has a reliable charging network. Electrify America has made huge advancements in the last few years since I wrote about Audi’s initial E-Tron in terms of reliability and availability. Although the E-Tron GT’s maximum charging power of 270 kW doesn’t allow it to fully benefit from EA’s 350-kW chargers. However, it’s still sufficient to theoretically drain an entire 180-mile range within just 22 minutes. This is an all-electric grand-tourer in which you can take a trip. I used my own on a five-hour drive from New York City and only spent about 30 minutes in charge. If I had been more careful in my driving, I may not need to stop for any reason at any point.
The interior of the E-Tron GT is fantastic. It’s dark and moody when it’s set up in my testing car that comes with The Year One package and the carbon fiber that is matte across the mid-section of a dashboard as well as the red highlights provide an ominous hint of intention and I like the feeling on the Alcantara wheel as well as the comfortable and cozy front seating. The back seats are extremely comfortable, with plenty of headroom for long excursions. There’s a Bang & Olufsen sound system that is top-quality and Audi’s MMI infotainment technology isn’t a disappointment, but its Virtual Cockpit gauge cluster doesn’t give as dramatic an appearance as a couple of years ago.
The GT has a nice combination of physical buttons and touchscreen controls, however, there is one big difference in the volume knob. There’s a dial that is located on the steering wheel which means that the driver is covered however, instead of a simple knob Audi designers have inserted a bizarre and touch-sensitive device that resembles an iPod inside the console behind the seat. It’s not the best position for passengers or drivers and in reality, a little strange. The odd thing is the way that the number of users described the style for the RS E-Tron GT. It’s, needless to declare, it has a much more divided style than its predecessor, the Porsche Taycan. I love it. RS E-Tron GT, angry the fenders with double-creased strakes, and everything else. For me, it appears to be an unrealized idea car and I like it, even though I have to admit that the neutral color that is here (Kemora Gray) helps to reduce some more outrageous design elements. I’m also questioning the necessity of a carbon-fiber roof on a car that weighs more than 5000 pounds.
2022 Audi RS E-Tron GT Pricing
However, I think that it is less about less weight as much as distinguished from the RS E-Tron GT, ensuring that people around you can see that you have spent $40,000 over the standard GT. My test car also comes with The 20.350-dollar Year One package, which bumps into 21 inches wheels that come with 265/35R21 in the front and 305/30R21 in the rear Goodyear Eagle F1 tires, and also includes rear-steering, ceramic brakes, and Audi’s headlights with lasers. Add $595 for paint as well as a $1,045 destination, and this car costs $161,890. If you’re not too on the glamor the $8,450 performance pack offers rear-steering capabilities and fancy headlights, while saving around $12,000 from the year One package. Even in the basic trim, it’s the RS E-Tron GT has all the safety and comfort features you’d like as well as remarkable driving performance and excellent cruise capabilities. I would prefer an even more wagon-like design like Porsche provides its Taycan Cross Turismo, but I’m sure that the best ones make you want more.