Audi RS e-tron GT: This Fast EV Thrives In A Crowded Segment

The cousin to the Porsche Taycan ticks different boxes, yet still rocks as an enthusiast driver’s electric car.

If you’re in the market for a large electric performance four-door, you have no shortage of options. In a field Tesla enjoyed being the only entrant into for ages, Porsche, Lucid, Mercedes, and Audi have decided to snag good-sized pieces of the pie. With options to suit any driver’s needs for luxury, outright performance, long range, or a special cool factor, electrified speedy sedans are now all over the road.

As if the Volkswagen group didn’t have a strong enough seller with the Porsche Taycan, with its full slate of trim levels and body styles, it decided to throw an Audi option into the mix. Audi’s e-Tron line started with the practical hatchback A3, and later added crossover options, but it didn’t have a sedan. Fixing that problem, Audi introduced the e-Tron GT, which you might recognize from Marvel’s Avengers: Endgame film.

In its standard form the new Audi e-Tron GT is stylish, well-equipped, and properly quick, but for some enthusiasts, that didn’t quite do the trick. To scratch their itch, Audi delivers something a bit more stout, and added its RS badge to the equation. Having tested a bunch of good EVs over the past couple years, I wanted to see what was up with Audi’s new RS e-Tron GT, and was lucky to get one for a week.

The Juiced Specs

Audi packs the RS e-Tron GT with a 93 kWh battery pack that cranks out 590 horsepower in normal conditions, and bumps up to 637 in boost mode, paired with 612 lb-ft of torque. This power output is in between the Porsche Taycan GTS and Turbo variants. With a permanent magnet motor strapped to each axle, a single-speed transmission up front and a two-speed transmission at the rear, Audi connects its quattro all-wheel-drive to propel the RS electric four-door from 0-60 MPH in just 3.1 seconds on the way to a top speed of 155 MPH.

The RS e-Tron GT’s battery pack is set up with an 800V electric architecture, offering DC fast charging. EPA estimates that the RS e-Tron GT can cruise up to 232 miles of range on a full charge (only sacrificing 6 miles compared to the standard e-Tron GT, and offering about 30 more miles than its Porsche cousins), with MPGe estimates of 79/82/81 (city/highway/combined).

Pricing for the standard Audi e-Tron GT starts at $102,000, with the RS variant bumping up to $139,900. with the Year One package optioned (which adds 21-inch wheels with summer tires, laser headlights, black Audi rings and badges, ceramic brakes, loads of carbon fiber trim inside and out, Nappa leather all over the cabin and seats, power steering plus with rear wheel steering), and Tango Red Metallic paint gracing its exterior, this RS e-Tron GT tester hit a total MSRP of $161,890 after destination.

The Fun Way To The Office

Commutes to work and errand runs are a blast in the RS e-Tron GT, and every single person you pass will give it favorable second looks thanks to sharp styling lines that take some cues from Audi’s attractive A7. Quickly I was reminded that this EV has an RS badge slapped on the back, with the batteries ready to dump their energy to shove you past slower moving traffic. Using the steering wheel paddles engages the trio of brake regen modes, which the most aggressive works nicely for one-pedal driving around the city.

I toyed with the individual drive mode in Audi’s Drive Select system, and put the power in the most efficient mode, tightened up the suspension, and calmed the fake engine sounds to enjoy a refined sport sedan that was still ready to strike in an instant. In the comfort drive mode, this e-Tron will feels remarkably composed, with the three-chamber air suspension softening the bumpiest city streets, and neatly masking the 5,100-pound curb weight as I maneuvered around town. Even putting the suspension in its sportier setting doesn’t disrupt ride quality, while sharpening response when you want to be more playful.

Bang & Olufsen provides the audio system to this electric Audi, and they thump nicely with exceptional clarity. Those speakers definitely feed in a variety of propulsion sounds depending on the drive mode, but you’re able to customize this, but I was surprised how much road noise made its way into the cabin. Attribute some of this to the more eco-friendly version of Goodyear’s Eagle F1 rubber fitted to the optional 21-inch wheels.

Seats in this RS model definitely hit the marks for a performance model, but are refreshingly comfortable during longer drives. Having heating, ventilation, and massage modes for the front buckets are great too, although the ventilation fans are quite loud compared to other cars I’ve tested. Stuffing the kids in the back seat of the RS e-Tron GT won’t punish them, but your adult friends will feel cramped in a space that doesn’t offer much more legroom than the smaller Audi RS5 Sportback I drove last summer.

Trunk space is a bit small too, which is a shame for a four-door with such big dimensions. I wish Audi had some sort of wagon option for this fast EV, or at least made this e-Tron a sportback, but imagine the Volkswagen brass didn’t want to cannibalize the Porsche Taycan’s Sport Turismo and Cross Turismo options. If you really need a bunch of boot space from a fast Audi, the RS6 Avant I reviewed–albeit petrol-powered–will be the way to go.

The RS e-Tron GT has a fantastic cockpit design, which is more conventional than the Porsche Taycan or Tesla Model S, thankfully filled with physical buttons for all the useful controls. Audi’s virtual cockpit controls the 12-inch instrument display, with plenty of ways to configure your perfect layout and data points. If you’ve spent time in any new Audi in the past few years, you’ll have no trouble getting acclimated to the switches inside the RS e-Tron GT. The steering wheel features the great controls Audi has implemented for nearly two decades, sticking to the “if it ain’t broke…” methodology.

As I’ve praised in other Audis I’ve reviewed in the past couple years, the latest version of MMI is wonderful. Featuring a cool design that’s still intuitive, the high-resolution 10-inch touchscreen is neatly integrated into the dash, with wireless Apple CarPlay and Android Auto installed. There’s also a wireless mobile charging slot vertically hidden in the center armrest. I like how Audi hid a pair of USB-C ports under the center of the rear seat, making it easy for your friends and kids to charge their devices.

Electrified Performance Aplenty

Audi didn’t just smack its RS badge on the back of this EV lightly, because this e-Tron means business when it comes to flogging it along a canyon road. Engage the dynamic drive mode, and this electric performance car adjusts its mood to be a madman. Unleashing the 600+ horsepower results in a savage shove of acceleration, with a noticeable kick from the second gear change from the rear gearbox, and no difficulty planting you firmly into the seat back for the duration of any go pedal application.

While it may not boast silly peak figures like its rivals, the RS e-Tron GT will happily rip from corner to corner, instantly making straightaways disappear. To keep up with its Tesla and Lucid rivals, Audi should probably introduce some sort of wild power package to keep up with those competitors that offer some truly ridiculous peak figures. Not that the power in those models is fully usable, but there are buyers who want that flex and are willing to spend stupid money to acquire it.

An alcantara-wrapped version of the same steering wheel I liked in the RS6 Avant is installed, with the perfect rim thickness to allow for feeling a crisp turn-in. I appreciate the optional power steering plus and rear axle steering fitted to this e-Tron, making cornering wonderfully sharp, seemingly shrinking the size and mass it actually possesses. The Goodyears are good at managing grip in the bends, but do give up a hint of traction in faster corners. I wish there was a tire more focused on outright performance fitted to the RS e-Tron GT instead of one that has a bit of its design meant to improve battery range. That big carbon fiber diffuser out back actually manages airflow nicely, improving stability while cleaning up turbulence to maintain a super slippery 0.24 drag coefficient.

Carbide brake rotors are fitted to the RS e-Tron GT by default, compared to steel ones on the standard model, and the ceramic discs included in the Year One package came in handy. Because the RS e-Tron tips the scales at over 5,000 pounds, any harder back road thrashing session would likely induce some fade in the non-carbon rotors. Initial pedal feedback is lighter than I prefer (especially in one of the less aggressive brake regen modes), but firmer applications will result in a good bit of bite to effortlessly slow this performance EV when approaching a corner.

The Usual EV Demands And Challenges

Because it packs an 800V architecture, the Audi RS e-Tron GT can rapidly charge to get you back on the road. Find a super fast charging point, and Audi says this e-Tron model can juice up from 5% to 80% in as little as half an hour. Like the Porsche Taycan, Audi fits a pair of charing docks to the front fenders of the RS e-Tron GT, with a Level 1 & 2 jack on the left side, and the DC fast charging port on the right side. While having a fast charging setup in the RS e-Tron GT is great, maximizing its capabilities at a public charger isn’t truly likely in the States.

Even though the Volkswagen group has rolled out a decent charging network–thanks to Dieselgate–Electrify America doesn’t have enough charing points within major cities, typically placing them at the edges of metro areas to make longer drives easier to manage. If you want to juice up on EA’s wickedly fast charging points, you’re likely to waste a lot of miles to get to them and back home. The Electrify America points near Austin are far from the city center where I live, stuck with the nearest one being about 30 miles away at an outlet mall.

I’ll concede that buyers who can afford the RS e-Tron GT will likely have a home with a garage paired with the budget to install a fast charger, but public charging infrastructure still has a long way to go to promote real EV adoption growth. Thankfully Audi’s native navigation system allows drivers to search and filter charing station results based on charging speed and availability, which can come in handy if you’re driving in unfamiliar territory.

At 232 miles of maximum range on a full charge, this fast Audi EV doesn’t have miserable range, but it’s not fantastic either. While it has a bit more to offer than its Porsche relatives, Audi needs to give the e-tron GT more range if you want to enjoy it on a road trip. With Tesla offering around 400 miles of range as an option in its Model S, and Lucid stretching range up an astonishing to 520 miles, the game has changed, and this Audi should provide more. Given that most RS e-Tron GT owners will likely stick to their local area and rarely take a long road trip, this EV’s range will probably be fine for them.

The Segment Didn’t Need It, But Audi Supplied A Great Fast EV Anyway

Audi’s e-Tron lineup is only growing, in a time when OEMs need to reduce emissions and improve economy, but thankfully the RS badge is getting added to the mix. Because it lands in the middle of the Porsche Taycan sampling, both in terms of performance and price, the e-Tron’s justification comes down to the sharper appearance and more traditional cockpit layout to get my attention. I imagine Volkswagen is happy to have people considering its fast EV options across multiple manufacturers.

Because the Taycan GTS has a Sport Turismo option (which this wagon lover adores), boasting a bigger cargo area with better access, it gets my vote. If the storage space isn’t a hot ticket item for you, the Audi RS e-Tron GT will be a fantastic performance EV sedan to scoot around the city while being an absolute blast on canyon roads. Should the enthusiast driver not be ready to make the switch to a fully electric car, the less expensive Audi RS6 Avant is still a wonderful dino juice-chugging wagon that’s sitting on the same showroom floor.

Mercedes-Benz EQS 450+ Electrifies Luxury

The new kid on the EV block picks a fight with more established foes.

For several years, the first name that came to mind when considering a nice EV sedan was Tesla. Not to miss out on a ripe market, other manufacturers have introduced contenders that are starting to grab some of the EV market share. Mercedes-Benz wants a piece of the action too, and is finally rolling out an all-electric model in the States, after years of adding the EQ Boost 48-volt mild-hybrid system to plenty of its models.

With the Mercedes-EQ lineup, Mercedes is rolling out an assortment of EVs, but up until this point the American buyer has been left out. A couple crossover models have hit other markets, but the German marque has now decided to make a splash across the pond with a flagship sedan offering. It’s called the EQS, and no, it’s not just an electrified S-Class (which I recently reviewed). This is an all-new platform that’s going toe-to-toe with the Lucid Air, Porsche Taycan, Tesla Model S, and Audi e-tron GT (that I also tested). Where does it slot into this segment? I had to figure that out.

The Important Figures

In this EQS 450+ trim, Mercedes fits a single 245kW Permanently Excited Synchronous Motor (I giggled too) to the rear axle, producing 329 horsepower and 417 lb-ft of torque. Through a single-speed transmission, the EQS 450+ can sprint from 0-60 MPH in 5.9 seconds, and has a top speed of 130 MPH. Rear-axle steering is standard on the EQS, to give this big electric sedan greater agility. In the EQS 580, Mercedes ups the ante by adding another motor to the front axle, using its 4MATIC variable all-wheel-drive system. Coupled with a total output of 385 kW, it has 516 horsepower and 631 lb-ft of torque. Offering the same top speed as its 450 sibling, the EQS 580 4MATIC quickens the run to 60 MPH, taking just 4.1 seconds, while still utilizing a single-speed transmission.

At 205 inches long, the EQS has a three-inch shorter overall length than the S-Class I tested, but has the same 126-inch wheelbase. The remainder of its dimensions are nearly identical to the S-Class, but because of the supply of lithium ion batteries on-board, the EQS 450+ has a curb weight of 5,597 pounds, making it nearly 800 pounds heavier than the S580. Opting for the dual-motor EQS 580 will add another 300 pounds to the package. The load of batteries help give the EQS 450+ good range, offering 350 miles on a full charge, with the EQS 580’s range only dipping to 340 miles.

Pricing for the Mercedes EQS 450+ starts at $102,310, and the EQS 580 throws in a bit more standard equipment with its more potent powertrain, with a base figure of $119,110. The EQS 450+ I tested opted for the natural grain yacht-design trim, massaging and rapid heating front seats, adaptive ambient lighting, and the wildly cool MBUX Hyperscreen package to hit a total MSRP of $115,245.

City Cruising Improved

As one would expect from a top-end Mercedes, the EQS is a wonderful way to buzz around town. Rather than feeling like an appliance that simply moves from A to B, the EQS is a solid feeling luxury sedan that actually has some connection to the road. Thanks to a splendid adaptive air suspension, the EQS also minimizes any bumps along the street, but helps it glide over the surface in a manner that’s almost more distinguished than the S580 I just tested. I appreciate the quick adjustment to regenerative braking being controlled by the steering wheel-mounted paddles, and found that the normal setting (the middle of three modes) was ideal for daily driving. The drive modes offer the usual eco, comfort, sport, and individual setups, but there aren’t as many settings to tweak in the individual mode as Mercedes offers in the E-Class and S-Class, which really isn’t a big deal.

Due to much of its weight being placed low and between the axles, this electric Merc maintains a nicely planted feel when taking curves. Unlike the S-Class, rear axle steering is standard on the EQS, rather than optional, and the added 10º of steering assistance makes this big electric sedan signicantly more agile as it’s tossed into a quick sweeper. For drivers who do more canyon carving on the weekends in their EVs, the Porsche Taycan and Audi e-tron GT are definitely more fun to toss around. Because the powertrain is all mounted in the back, the EQS 450+ has a tendency to oversteer when applying the fun pedal on corner exit, which can also be attributed to the Goodyear Eagle F1 tires that Mercedes claims are range-optimized summer tires. On a rainy day, these tires were less than confidence-inspiring, and broke traction during city driving when giving the EQS more than 30% accelerator input.

Peak power being just 329 horsepower, the base EQS 450+ isn’t exactly fast, but the on-demand torque helps this EV move ahead smoothly. Mercedes is smart to offer a more tame variant for drivers who are more concerned about looking cool while enjoying a seriously composed ride in their electric luxury sedan. I suggest opting for the dual-motor EQS 580, to get the big increase in horsepower while benefitting from the added grip of all-wheel-drive. Performance junkies will be pleased to know there’s an upcoming AMG variant that packs 649 horses (with a quick bump to 751 in its race start mode) and 700 lb-ft of torque, helping it scoot from 0-60 in just 3.4 seconds while increasing the top speed to 155 MPH.

The cockpit of the Mercedes EQS is nearly identical to the S-Class, which is a good thing. Every component is designed with a refined yet cool look that will impress your coworkers when you drive to lunch. Because the EQS has the same wheelbase as the S-Class, it offers plenty of cabin volume for the front and rear passengers. The seats are more similar to the E-Class, and not as big and cushy as the S-Class, but are ridiculously comfortable. I like the front seats’ rapid heating and massaging modes, but this tester didn’t check the $1,580 winter package option box to add a heated steering wheel, windscreen, and rear seats. Trunk space is massive, and filling the hatch up is easy thanks to a power lift gate, but Mercedes doesn’t have a front storage space like its competition.

Not as insulated as the proper S-Class, the Mercedes EQS still provides a cabin quiet enough to allow its occupants to hear a mouse’s flatulence. To truly block out the world around the EQS, spend an extra $1,010 to opt for laminated glass and thicker insulation, and enjoy a cabin that’s more silent than a husband who just told his wife the new babysitter is cute. The added insulation also helps the brilliant Burmester surround system sound even more clear.

I’m not in love with the capacitive touch controls on the steering wheel and center console, but they aren’t terrible either. Wireless Apple CarPlay and Android Auto are standard, in addition to a mobile charging dock that’s placed inside a center console that has the smoothest operating cover. There are also six USB-C ports in the EQS, so everyone can charge their gear. On the safety front, Mercedes gives the EQS every system it currently makes as standard equipment, offering advantages over nearly any non-Mercedes on the market.

The Aspects of Being Electric

Mercedes invested considerable cash into the EQS, designing it on a unique EV architecture, as the first EQ model offered in the United States. The styling may not be the most appealing to some drivers, but Mercedes optimized the shape of the EQS to be extremely slippery against wind resistance. Possessing a wildly low 0.20 drag coefficient, the EQS is the most aerodynamic production car on sale. At first glance, the optional wheels fitted to my EQS tester look like simple 5-spoke ones, but a closer look reveals a clean pattern that incorporates a bunch of tiny three-pointed stars within a mesh design to reduce turbulence.

With 480v, 300A DC fast charging standard, the EQS 450+ can charged from 10% to 80% in just 31 minutes when hooked up to a 110 kW charger. With 350 miles of range on a full charge, the EQS won’t have to be recharged often, and has better range than a Porsche Taycan or Audi e-tron GT, but isn’t going as far as a Model S Long Range or Lucid Air Dream. If public charging is needed, Mercedes EQS owners get complimentary 30-minute charging sessions with Electrify America’s DC Fast-Charging stations for the first two years.

Public charging infrastructure still has a long way to go, but buyers in this tax bracket likely have a house with a garage where they can safely charge the EQS. Charging capabilities can be customized to your needs, depending on your schedule or charging truly needed, to better serve the longevity of the batteries. Mercedes’ navigation system can also be programmed to optimize charging times and routes along your road trip. In case a public charger isn’t easily available, Mercedes has a 110V charging cable included in the storage space under the trunk, but expect to wait 11 hours to get a full charge from 10%.

The Cool Luxury Treatments

While it has to be the Mercedes-EQ lineup flagship, the EQS is still showing that it can be cool. The body is neatly sculpted, even though its focus is on peak aerodynamic objectives. Every time I took the EQS out for a spin, it got plenty of positive attention. Even a new S-Class driver gave me the favorable nod when we were next to each other at a red light. The LED headlights fitted to the EQS are similar to the S-Class units, and the taillights are nicely swept around the tail-end with one thin brake light element across the trunk. I’m still mixed on Mercedes’ seamless door handles, which pop out as you walk up to the EQS, just like you experience on a Tesla Model S.

The seamlessly integrated central climate control vents are a neat design, wrapping around the front of the cockpit. Vents at the A-pillar look like machined turbines from a commercial airliner. Burmester speaker covers carry over the metal theme spotted in other Mercedes models too. Mercedes crafted a belt line that’s just high enough to make you feel like you’re in a sportier sedan, but inside the door panel, the EQS’ line actually flows slightly downward to improve the spacious feel inside the cabin with loads of visibility. Adaptive ambient lighting is standard inside the EQS, which is still the coolest I’ve experienced in any car, and the energizing comfort modes that blew my mind inside the S-Class are optional.

By far the coolest feature in the Mercedes EQS is the Hyperscreen. This technological marvel incorporates a 12-inch driver display, 17-inch infotainment screen, and a supplemental 12-inch display ahead of the front passenger all under one seamless 56-inch wide slab of Gorilla Glass. If the driver is using the main display, the passenger can utilize their screen to adjust setups without disturbing them. In the EQS 450+ the Hyperscreen is a $7,230 option, but it’s a standard feature in the EQS 580. Skip that option, and the EQS still gets a great MBUX displays that I liked in the conventional S-Class. The 3D instrument cluster is super cool too, especially when you have the central element as the map setting.

A Splendid Luxury EV Contender

With the EV sedan marketplace supplying drivers with a massive variety of options, each manufacturer has to find its sweet spot. Porsche and Audi may offer more enjoyable driving experiences on twisty roads, but Mercedes isn’t going after those buyers just yet. That will be a task for the new EQE that’s scheduled to arrive later this year. Tesla may boast massive performance figures, but the EQS is far better built inside and out. The other EV I have yet to drive is the Lucid Air, which looks to balance luxury and outright performance as well as Bentley, but with a wildly cool appearance and a big sticker price.

The Mercedes EQS plants itself firmly into an opening for a luxury car that happens to be fully electric, at a price that’s seriously attractive. Even fully loaded, the Mercedes EQS is less expensive than the S580 I reviewed. The EQS fantastic to drive for long periods, and treats its occupants to an interior worthy of a flagship. I think the EQS might convert some Mercedes S-Class buyers into EV drivers who want to take the leap while reaping the benefits of owning a proper Mercedes, which would be a massive win for the German marque.