New 912 hp electric sedan takes on the Porsche Taycan
The thumping launch control in Audi’s new RS e-tron GT Performance causes the tires to chirp for a microsecond before unleashing an incredible burst of acceleration that builds to triple-digit speeds with ease. On mountain roads, the four-door sedan can keep up with the world’s best sports cars thanks to an impeccable new adaptive suspension system and signature Quattro all-wheel drive. The only hint of the Performance’s electric powertrain’s mass appears whenever I hit the brakes hard, which overwhelms the tires due to the weight of the battery and quickly induces tremors in the ABS pulses.
The new performance equipment of the RS e-tron GT deserves a few hard canyon carving laps during my week-long loan, if only to explore the huge increase in performance from the previous 637 hp (with overboost) to a new peak of 912 hp thanks to two electric motors. In fact, it is the most powerful Audi of all time – by far. The increased battery capacity, now up to 105 kilowatt hours, still allows for a range of 278 miles despite the increase in performance. And yet, like so many electric vehicles, maintaining that range forced the Performance to tip the scales well over 5,000 pounds.
Perhaps the most impressive part of the Performance is how well Audi disguises that weight with a new dual-chamber, dual-valve adaptive air suspension system to provide a strong sense of agility. Of course, 912 hp helps, as it delivers a brutal punch in the gut – at any speed – that was previously reserved for seven-figure supercars. To activate Launch Control directly, RS Performance mode must be selected and then traction control must be turned off completely. Depress the brake pedal all the way, then the accelerator, and for a few seconds the whole car seems to cower like a cheetah waiting to pounce before releasing so much power. Audi claims a 0-60 time of just 2.4 seconds, but in my opinion the performance felt even quicker.
A powerful set of massive carbon-ceramic brakes (optional as part of the $11,000 Dynamic Plus package) throttles that speed easily, with barely perceptible modulation between 400 kilowatts of recuperation and more traditional friction braking. Even with the tires fully warmed up on a hot day, I found that the 420mm and 410mm front and rear rotors can easily overwhelm the traction of the EV-specific Pirelli P-Zero NFO Elect tires. A car with this much power, with such great handling despite so much weight, really deserves more performance-oriented tires – Michelin Pilot Sports certainly seems worth it.
Audi has ensured that the performance trim prioritizes handling as much as starting and stopping in a straight line, and the steering appears to be lifted directly from the RS e-tron GT’s Porsche Taycan sibling. So tuned and precise, with just enough cornering resistance from the thin-rimmed ‘squircle’ steering wheel that predictably feels firmer in more aggressive modes. I strongly suspect that the lessons learned from this car may have been carried over to the lower trim models, including the recently introduced A5 and Q5, which significantly improved the typically light and ponderous steering of previous Audis.
There’s no catch here either: the sheer pace and handling capabilities never compromise a smooth and luxurious ride. As with other Audis, and especially with the electrics, this incredibly powerful sedan glides over rough roads and soaks up more bumps with aplomb as no wind or tire noise and no creaks or rattles penetrate the quiet cockpit. The new suspension makes a big difference and expands the Performance’s ability to float along in Comfort mode or reduce body roll in one of the three selected RS modes.
Even rolling down the windows produces minimal noise, and amid the quiet reverie, cranking up the Bowers & Wilkins sound system reveals highs and deep bass so clear that even familiar songs from my usual playlists began to sound brand new again. However, I kept turning down the fake drive noises and activating the powerful seat massagers to go into full EV bliss mode.
Speaking of comfort, this suspension also allows for “Elevated Entry” mode, which raises the car a few centimeters to make getting in and out a little easier for taller drivers. But that raises the e-tron GT’s biggest problem: a notable lack of space in the compact interior despite the car’s large exterior surface area. With a height of 1.80 m, I fit quite well in the front seat. But where other automakers tweak skateboard battery placement to create more luxurious cabin configurations, the Porsche-Audi siblings don’t – just a large trunk for weekend luggage or golf clubs seems appropriate, but don’t expect much rear-seat headroom or legroom here.
Equally strange is that the raised entry can almost instantly raise the entire car by a maximum of 42 millimeters (1.65 inches), but Audi still opted against a front axle raising option. The nose of the RS e-tron GT Performance will therefore drag on moderate driveways and drainage depressions, even in the highest suspension setting. Fortunately, the frequent use of carbon fiber fairings does not result in a front splitter that could be damaged due to the lack of lift on the front axle.
The range of 278 miles also seemed fine and sufficient for everyday use, although not quite ideal for long road trips. I’ve never had to drive and carve canyons every day for more than a full week, although of course the inevitable urge to enjoy all that 912 horsepower and keep hitting the accelerator eats up the battery charge pretty quickly. I also never noticed a drop in performance or overheating when driving through the Malibu canyons on days with temperatures in the 80s, weather conditions that typically frustrate other high-performance electric vehicles. Additionally, the Performance’s peak charging power increases to 320 kilowatts, which Audi says allows for 10-80% fast charging in just 18 minutes.
I prefer the Audi design to the sleeker and less futuristic Porsche Taycan, except for the rear (at least other than the Taycan Cross Turismo wagon). And the interior is more typically Audi, with sculptural design elements from the door handles to the dashboard trim. A carbon fiber roof instead of panoramic glass helps keep the cabin cooler – pun intended – but some of the forged carbon fiber trim could be a bit over the top, abandoning the understated German aesthetic in favor of flashier bits on the mirrors, side skirts, front and rear air intakes, and especially the wide dashboard.
The Forged Carbon package for this rental press added $8,400 to an MSRP of $190,690, up from the initial $167,000. It includes the 21-inch wheels in addition to the wonder stuff, but is probably less important than the Dynamic Plus package, which adds the active suspension and carbon-ceramic brakes. In my opinion, the piano black plastic of the center console should also be made of carbon or at least brushed metal, as it gets dirty quickly and looks much cheaper than the rest of the cockpit. And I’d outfit my RS e-tron GT Performance in any color other than this Progressive Red Metallic paint, for a low-key daily driver who can easily double as an absolute screamer when the time comes. A silent screamer, then.
Images: Michael Van Runkle
