- The Taycan twin finally makes me dream of the electric car, but you have to have the right life for it
- Long-haul qualities with planning needs
- Considerable driving dynamics
- beauty mistake
- Photo gallery: Audi e-tron GT 60 quattro (2021) in the test
The Taycan twin finally makes me dream of the electric car, but you have to have the right life for it
I have to admit, I am only slowly getting interested in electric cars. I am a fan of performance vehicles. I drive races at the Nurburgring. I like when it roars properly and an engine determines the character of the car.
Lately, however, I've been able to imagine switching to the quiet side better and better. For everyday life. For example, I love the Tesla design, of course its monstrous thrust. And when we last saw a Model 3 Had a performance in the editorial office, I was thoroughly impressed. But this guy really picked me up here.
You can never argue about optics, but in the case of the Audi e-tron GT you might have to make an exception. He's just gorgeous. From every crooked angle. Perhaps precisely because it doesn't want to look like the future (right BMW * cough *), just like a very well-made Gran Turismo.
He also has a damn low center of gravity, you can tell that somehow. Even lower than the R8. The 93 kWh battery (usable are 86 kWh) in the ground helps. That he is the platform with the Porsche Taycan shares, I probably don't need to tell you any more. That also means: 2-speed gearbox on the rear axle and 800-volt voltage. My test car e-tron GT 60 Quattro is closest to the Taycan 4S your turn. The Zuffenhausener weighs a good 50 kilos less and has 54 hp more.
In the Audi, the two electric motors provide 476 hp rated power, 530 are briefly in overboost. In addition, there is a torque of 630 Nm. It goes from 0-100 km / h in 4.1 seconds, the top speed is 245 km / h, the WLTP range is 488 kilometers. And if you pump juice into the GT with a maximum of 270 kW direct current, then the loading bar should jump from 5 to 80 percent in just over 20 minutes. With alternating current, 11 kW are in it, so a charge at home takes around nine hours. So much for theory.
Long-haul qualities with planning needs
In real life, the GT surprised me primarily in terms of driving dynamics. The groundbreaking realization that an almost 500 hp electric car accelerates quite solidly is, of course, first and foremost .. um .. groundbreaking. The impressive thing about this car, however, is the extremely useful push beyond the 170, 180 and even the 200. Often you have the feeling that the first two seconds of kickdown pull your face through the headrest and then somehow nothing more happens. Here the "huuuuiiiiiii" lasts quite a bit longer, but without threatening impending unconsciousness, as in a Taycan Turbo S, for example.
All this paired with an absolutely heavenly calm and the rather dignified suspension character (more on that in a moment) makes the e-tron GT a long-range weapon that compares it to traditional first-class gliders like a Mercedes S-Class or a Bentley Continental GT absolutely do not have to shy away.
At least as long as you are able to find enough quick charge points based on the route you are aiming for. Because what you notice very quickly: With the rumored 488 kilometers range, it is not particularly far in reality.
If you move the car in eco mode and pay attention to a more resource-saving driving style, then you can crack the 400-kilometer mark. However, if you care less about such issues and drive like you drive in everyday life, then 350 kilometers are more realistic. Incidentally, this does not include senseless heat or constant use of the resounding ability to accelerate. For a car with the size, ambition and price tag of the e-tron GT, that's pretty poor.
Considerable driving dynamics
Now, one of the Ingolstadt electro-beau with its distinctive GT-like character (I already mentioned it) makes it very easy not to leave the knife between your teeth, but rather at home. At least with the optional adaptive air suspension, it softens luxuriously, rolls great and does not deliberately seduce you into sporty capers, but indulges in peace and relaxation. It is different from its counterpart in Zuffenhausen. And so you don't have the feeling of missing out on anything if you pilot it with a focus on fuel economy.
On the other hand, you have to be sure: He can, if he has to. The steering doesn't bombard you with feedback, but it's fast, very precise and extremely pleasant to use. In addition, the 2.3-ton truck sticks like crazy. That is definitely a lot of fun in the curve.
Another thing that is fun, and that is indeed a nice surprise: the e-tron is not as jagged and designed for performance as the Taycan. It can move a little more and it can also be adjusted more easily with the throttle. An Audi that steers more frivolously with the rear than a comparable Porsche – crazy new world.
In terms of driving, great things have been achieved here. The e-tron GT plays the role of the sovereign Gran Turismo pretty perfectly, but also involves the sportier driver. And you have to say: A silent, but brutal drive somehow fits better with the technical sobriety of an Audi.
So go straight to the dealer and order with flying colors? Well, the quickly inflamed euphoria based on appearance and driving behavior would definitely be understandable. But in addition to the really disappointing real range, there is more that can cloud the infatuation.
On the one hand, there is the interior. As always, there is nothing to complain about in terms of quality. An Audi would be even nicer. In addition, the presence of real, real buttons for climate control and Co. is pleasing. And there is actually nothing to complain about on the infotainment screen and the digital instrument display.
But for some hard-to-explain reason, I'm missing that certain something in here. We are talking about a clearly six-digit (with a bit of equipment) ambassador of the Audi future and it looks like any other Audi inside. Of course, one can argue about whether every e-car has to have a cockpit like a spaceship or whether it is not good if you stick to the tried and tested. But a little more tech tinsel would have been nice. The Taycan does too.
Then there is the issue of space. At the front, the massive dashboard runs very far towards the doors with an angular strip. This makes getting in and out noticeably difficult. At the rear it becomes narrow from 1.80 meters due to the sharp roof line. The legroom is okay, but not more in view of the almost three meters wheelbase. The trunk is relatively large, but a bit flat and the hatch also suffers from the beautiful face of the car.
There is one more point that is at least a bit annoying when it comes to the e-car experience, because recuperation does not allow one-pedal driving in the e-tron GT. Porsche is primarily to blame for this. There they are of the opinion that you brake by pressing a pedal, not letting it go.
A dream car with excellent driving performance, very solid but entertaining driving behavior and an expandable range. If you have your charging points under control, there is hardly a better car for long journeys. Fast, incredibly quiet (especially with the 690 euro acoustic glazing), comfortable and currently hard to beat in terms of appearance / image.
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The fun isn't cheap, of course, although the test car's 126,600 euros also included a ceramic brake (8,500 euros), which you certainly don't need. However, I wouldn't do without the adaptive air suspension for 1,490 euros.
Photo gallery: Audi e-tron GT 60 quattro (2021) in the test
Picture by: Fabian Grass
Technical data and prices Audi e-tron GT 60 Quattro
engine 2 electric motors (PSM)
Gear type 2-speed automatic
drive all wheel drive
power Rated power: 350 kW (476 hp); in overboost (390 kW) 530 PS
Max. Torque 630 Nm; in boost 640 Nm
Acceleration 0-100 km / h 4.1 seconds
Top speed 245 km / h
battery 86 kWh net
Electric range Factory information: up to 488 km; in the test: between 320 and 400 km
Charging port AC three-phase, up to 270 kW DC
Charging time at 270 kW 22.5 minutes (5-80 percent)
Empty weight 2,351 kg
Payload 564 kg
Trunk volume 405 liters (plus 81 liters at the front)
consumption Factory specification: 21.6 kWh / 100 km
Base price 99,800 euros
Price of the test car 126,660 euros
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