In this improved form, Audi's RS e-tron GT has taken a very fast step forward. Jonathan Crouch takes a look.

Ten Second Review

This improved version of Audi's RS e-tron GT is the car we ideally would have had from the start. Thanks to a bigger battery, the original model's extremely modest EV drive range has been much improved, plus there's a smarter look and a trick new air suspension system. And vastly more performance, particularly if you pay the extra for the uber-rapid 'performance' version.

Background

Once exclusively reserved for throbbing petrol powerplants, Audi's RS badge these days be found adorning a car with no fossil fuel addiction at all - this one, the RS e-tron GT. It was first launched in 2020 as the faster of Audi's two offered e-tron GT models and a direct Ingolstadt interpretation of this car's close cousin, the Porsche Taycan Turbo. Most of the same technology is inevitably shared between the two cars but this Audi has always had its own distinctive look and feel, which for many will set it apart. In mid-2024, the brand announced a far-reaching package of changes to this car, offering better EV range and more performance. Creating the model we're going to look at here.

Driving Experience

Get ready for lots of numbers. There are now two versions of the RS e-tron GT; a standard one that now offers 856PS and a range-topping 'performance' version that develops an impressive 925PS. In the latter case, that's enough to make this the brand's fastest car ever, able to accelerate to 62mph in just 2.5s on the way to 155mph. An even more important change is the installation of a larger 105kWh battery, replacing the 93kWh unit used before. That's improved driving range substantially to 369 miles (up from 280 miles before); or 365 miles in the 'performance' version. The other key change is the adoption of a redesigned two-chamber air suspension system featuring dual-chamber springs and dual-valve dampers, said to widen the band-width between soft and sporty ride settings. With the priciest 'Vorsprung' level of trim, there's now an Active Ride version of this system, which is supposed to be able to keep the car almost horizontal during cornering (by raising the corner of the car on which the G-Forces are acting). Plus it has a 'comfort entry' feature that raises the car's ride height to 77mm when parked (55mm higher than normal). As previously, all the basic engineering is shared with this car's VW Group cousin, the Porsche Taycan Turbo (which you can't really blame Audi for because it's extremely complex). There's 4WD, courtesy of motors at front and rear, the back one connected to a 2-speed gearbox that's used only for launch control and some dynamic modes. One of the few dynamic areas in which Ingolstadt could distance this car from its Porsche cousin was the steering, making it lighter than a Taycan and more familiar to customers graduating to this car from another Audi. Various drive modes adjust steering weight - and of course ride comfort too, via the adaptive damping system. There are lots of other engineering changes with this updated model. Like modified power electronics on the front axle with a revised pulse inverter for even higher discharge currents. And a newly developed electric motor on the rear axle that's also a permanent-magnet synchronous motor. Despite the significant increase in power, Audi was able to reduce the weight of the electric motor on the rear axle by around 10kg by redesigning components such as the lighter rotor and stator and optimizing the cooling system. A new standard boost function allows the RS e-tron GT and the RS e-tron GT performance to provide a noticeable 95PS increase in power while driving. The driver can activate the boost function with the left control satellite on the steering wheel. The boost activates for ten seconds, as indicated by a countdown in the cockpit. The RS e-tron GT comes as standard with tungsten carbide-coated brake discs; carbon ceramic discs are fitted as standard on the RS e-tron GT performance.

Design and Build

Compared to the base S e-tron GT, RS e-tron GT models get their own front end design with sportier, larger intakes, a different grille and I-shaped inserts finished in black or carbonfibre. Plus there's a redesigned rear diffuser insert with a vertical reflector. Plus there are redesigned 21-inch wheels. The RS e-tron GT performance model is set apart by extra 'chopped carbon' elements around the side skirts, rear diffuser and front grille, the kind of thing previously only seen on supercars. In both its forms, this design remains striking, the long wheelbase, wide track, large wheels and low-lying silhouette providing beautifully balanced, sleek and aerodynamic proportions - the drag coefficient is a slippery 0.24Cd. The dimensions are certainly those of a classic Grand Tourer, with a 4.99-metre length and 1.96-metres of width but a height of just 1.41-metres. There are small but significant changes inside for this revised model; more sustainable materials, a new flat-bottomed steering wheel, restyled treadplates and smarter wooden trims for the dashboard and centre console. All models get 14-way-adjustable front seats and the RS e-tron's digital instrument cluster has been re-skinned with a white power gauge (a tribute apparently to the white dials in the 1994 RS 2 Avant). You can now add a polymer-dispersed liquid crystal panoramic glass roof too, which changes from opaque to clear at the touch of a button. As before, the front-of-cabin experience has a strong 'monoposto'-style driver focus. The upper section of the light, lean instrument panel with its pronounced three-dimensional look forms an elegant arc, and the display of the standard Audi virtual cockpit plus stands freely within it. The driver and front passenger sit low in the cockpit separated by a wide centre console which houses the gear selector switch, its compact design emphasising the sense of space and providing a precise haptic control experience. The rear seats offer sufficient space even for adults, who are able to sit lower and position their feet in what is known as a 'foot garage' thanks to a recess incorporated in the design of the battery pack running beneath the passenger compartment, which effectively compensates for the tapering roof line. Their luggage can be stowed in the rear load area, providing a volume of up to 405-litres, and in a second luggage compartment beneath the bonnet offering a further 81-litres of space.

Market and Model

It's not cheap. You'll need to budget from just over £127,000 for the standard RS e-tron GT quattro, but you'll need vastly more than that for top 'Vorsprung' trim - or the top 'performance' version (which costs around £144,000). For the RS models in Vorsprung trim, the seats can be ordered with an optional massage function. The 'performance' model has an exclusive design package with Serpentine Green stitching to complement the exterior Bedford Green finish and seats with 18-way adjustment. As a key new upgrade on all RS e-tron GTs, a technically advanced panoramic glass roof is available. Unlike previous materials, the panoramic roof's smart glass minimises direct sunlight and turns opaque at the touch of a button. This is accomplished through so-called polymer-dispersed liquid crystal (PDLC) technology, which can change from transparent to opaque. Numerous driver assistance systems are either standard or available at extra cost. The Audi pre sense front and Audi pre sense basic safety systems are standard, as is the lane departure warning system, while other key technologies, including adaptive cruise assist, intersection assist and surround view cameras, are bundled into 'Tour', 'City Assist' and 'Parking Assistance packages. A driver assistance highlight is the remote park assist plus feature that forms part of the parking assistance package. It enables the driver to manoeuvre the car into and out of a parallel or bay parking space by simply pushing a button, and without needing to be seated in the vehicle. From outside, the process can be activated and supervised via the myAudi app on a smartphone. By keeping the corresponding button pressed, the car will roll into the space, making multiple manoeuvres if necessary, and once in position will switch off the drive system, activate the parking lock and lock the doors. Brilliant.

Cost of Ownership

We mentioned the improved WLTP-rated driving range earlier - up to 369 miles between charges of the new 105kWh battery (only 97kWh of which is actually usable). This ought to be a little more achievable than the pre-facelift model's 89 mile lower figure too thanks to the now more powerful regenmerative braking system, which wastes less energy when decelerating. The energy available to this e-tron GT via recouperation (regenerative braking) has also increased from 290 to 400kW. The driver can select manual or automatic recuperation via the MMI central screen, as well as controlling it in three levels using the shift paddles. Just as significantly, charging speed via the 800V system has been dramatically increased - this Audi can now charge at up to 320kW (up from 270kW before). Should you find a DC charger capable of dispatching that much power, then you'll be able to drive 174 miles after just ten minutes of charging. Under ideal conditions, the e-tron GT's HV battery can charge from 10 to 80 percent in only 18 minutes at a high-power charging station. At home, using a 7.4kW wallbox, you'll need 17 hours for a full charge - or 11 hours if you have an 11kW connection. Outfitted with the brand's 'Plug&Charge' package, the car automatically authorises and activates compatible charging stations when the charging cable is plugged in. The new HV battery also features a significantly wider quick-charging window and even in low temperatures, the car reaches very high charging performance faster. For the first time, the 'Audi virtual cockpit plus' instrument screen provides customers with comprehensive information about the current operating state of the HV battery, including battery temperature, a quick-charging forecast, and the preconditioning status. Specifically, this latest feature uses Audi-specific graphs and icons to clearly display the currently reachable charging power and the current temperature of the HV battery. The 'Audi Virtual Cockpit Plus' screen also indicates the preconditioning status when navigation to an HPC charging station is active. This allows the driver to see what charging performance to expect at a glance.

Summary

The ultimate EV can't be very far from what's on offer in this improved RS e-tron GT. Sixty from rest as fast as a superbike. Cabin luxury to rival a limousine. And an 800-volt electrified powertrain charging system under the sculpted body panels, with technology lifted direct from Audi's Le Mans-winning racecar. With the earlier model, all of this engineering excellence was undermined by rather under-whelming driving range - but that's now been much improved too. Mind you, you're unlikely to approach the claimed return very often, such is the temptation here to constantly exercise this RS e-tron's astonishing reserves of power. So the range might still be a disappointment. And the asking price might limit this car to lottery winners. But even so, it's an astonishing technological achievement. And, in its own unique way, one of the most desirable Audi RS models ever made.