New Audi Q8 55 TFSI e 2022 review


If you’re able to take advantage of all the ways that this plug-in hybrid Q8’s powertrain can save you money, then this is the pick of Audi’s swoopy SUV range. It’s wonderfully refined both at low and high speeds, and it’ll be very frugal if used as intended. The only thorn in its side comes from BMW; the X5 plug-in hybrid has a greater electric range, is cheaper to run and costs less to buy in the first place.

With all the hype around fully electric premium SUVs, sometimes it’s easy to forget that despite offering many of these, Audi still sells quite a few with combustion powertrains. 

Some of those rely solely on a fuel pump for replenishment; others, like the Q8 TFSI e, mix the ease of refuelling with petrol on longer journeys with just enough electric range to make every day trips both very cheap and emissions free. As long as you remember to recharge the car whenever you get the chance, that is.

At the lower end of the scale, some cheaper PHEVs lack the range or indeed the power in electric mode to make them genuinely usable as an EV. The Q8 performs more than well enough on both counts. In-depth reviews

The eagle-eyed might have spotted that the car in our images is a 60 TFSI e rather than the 55 plug-in model; the former has recently been deleted from the Audi range. However, the pair have identical outputs from their petrol and electric systems - only the combined output is pegged back slightly to the benefit of efficiency in the latter.

Electric power comes from a single motor that makes a modest 134bhp. However, more relevant is its torque - at 400Nm, it’s only 50Nm behind the petrol element of the hybrid setup, with that maximum available almost the instant you set off, too. Left to its own devices, it’s great; smooth, quiet, and with enough shove to more than keep up with everyday traffic, even up to its electric-only top speed of 84mph. 

Thanks to a 17.9kWh battery, it’ll cover up to 28 miles between charges according to official WLTP data - a number that, in our hands, seemed entirely achievable. 

When a little more shove is needed, it’s possible to call on the reserves of the petrol unit. The 3.0-litre turbocharged V6 makes 335bhp and 450Nm. Combined, the 55 TFSI e totals 375bhp and 600Nm. That might be down on the 60 to the tune of 81bhp and 100Nm, but it’s only four tenths of a second slower from 0-62mph - and its 5.8-second claim is still plenty. 

In fact, refinement is the Q8’s greatest strength. Despite the vast wheels, the car soaks up bumps admirably, even at low speed. It gets better the faster you go, proving itself to be a phenomenal long-distance cruiser. 

It isn’t that fun to drive, though. It weighs a chunky 2,430kg - over 300kg more than the non-hybrid V6 petrol Q8. But while its weight and significant width mean that agility on twistier roads takes a hit, it is stable, grippy and predictable in the way it behaves. Likewise the steering, which is precise but doesn’t offer much feedback.

But what of its efficiency? Officially, the Q8 achieves 97.4mpg. That of course will vary wildly based on the type of driving you do, and how far you travel over a single journey. However, we found that from a full charge, a 30-mile trip involving plenty of 70mph driving on motorways resulted in 101mpg - and there was still 12 miles of electric range left. In other words, as long as you’re able to charge at home and you make sure that the battery is topped up, you can achieve very low running costs at a time when petrol and diesel prices are sky high.

 The range-topping Vorsprung adds much more kit, some of which you might hope was standard on the circa-£80,000 lesser trims anyway. Additions include a 360-degree parking camera, a head-up display, a Bang & Olufsen sound system, plus ventilated and massaging front sports seats. These extras, plus a comprehensive driver assistance package, brings the total to £97,435.

Those costs might seem high when the petrol Q8 TFSI Black Edition costs £73,425, but for company car users, those numbers will soon be recovered. Due to the emissions savings, the 55 TFSI e sits in the 13 per cent Benefit in Kind band. For a higher rate income tax earner, that means deductions will total £4,267 each year. Go for the pure-petrol model, and its placement in the top band means you’ll be charged nearly £11,000. In other words, you’ll recoup the extra outlay in the first year, and save from there.

BMW’s X5 xDrive45e represents the Q8’s closest competition. Performance is very similar, but the BMW is even cheaper to run, as its larger 24kWh battery promises a 54-mile electric range. It also means that it’s even cheaper for company car users to tax.

There’s one other drawback too. While space inside the rear of the Audi is still strong despite its more rakish roofline, at 505 litres the boot is 100 litres down on a non-hybrid Q8 due to the placement of this plug-in hybrid’s battery. At 505 litres with the seats up, this is still enough for a family, say, but it’s a fact that’s worth bearing in mind if you need practicality - then again, if you’re buying a Q8 in the first place, given it’s sportier styling this might not be your main consideration.

Model: Audi Q8 55 TFSI e Black Edition
Price: £79,835
Engine: 3.0-litre twin-turbo V6 petrol
Power/torque: 375bhp/600Nm
Transmission: Eight-speed automatic, four-wheel drive
0-62mph: 5.8 seconds
Top speed: 149 mph
Economy/CO2: 97.4 mpg/ 66g/km
EV range: 28 miles

Tested: 2022 Audi RS e-tron GT Whirs to 60 MPH in 2.9 Seconds

As Audi's version of the Porsche Taycan, the new RS e-tron GT is an exciting, Tesla-chasing ride.

To make sure the 2022 e-tron GT stands out among the brand's other electric offerings, Audi asked sound engineers to develop a new soundtrack specifically for the e-tron GT and RS e-tron GT models. Before you go looking for it on Spotify, we'll tell you that this "song" is played just for the e-tron driver. It's a sort of intergalactic hum that transforms into a turbine whoosh as you accelerate, culminating in a 78-decibel whir at full thrust. It says, "I am the future," and it'll have you thinking dilithium crystals and calling a Scottish engineer to see how everything is going, but it's not quite right for the e-tron.

The sound Audi should have used—and the one playing in my head right before hitting the accelerator—is the adrenaline-juicing click, click, click of a roller coaster on an upward climb. Flooring an e-tron GT produces the same lung-flattening rush of acceleration as a coaster in freefall.

2022 audi rs etron gt

HIGHS: Sub-three-second runs to 60 mph, decent range, advanced chassis tech, unabashedly modern design.

The e-tron GT has a twin at the Porsche dealer—the e-tron shares its platform, 800-volt electrical architecture, front and rear electric motors, two-speed automatic transmission at the rear axle, air springs, and all-wheel steering with the Porsche Taycan. While the Taycan offers a single-motor, rear-wheel-drive setup as well as the dual-motor-driven AWD 4S, Turbo, Turbo S, and Cross Turismo, at least for now, the all-wheel-drive GT comes two ways: the 522-hp e-tron GT and the 637-hp RS e-tron GT. Accessing all of those horses requires launch control, and then you only get the power for 2.5 seconds.

2022 audi rs etron gt
 With typical use, you get a still heady 469 horses in the GT and 590 in the RS. The difference is one you're unlikely to miss on your drive to work. Audi's acceleration claims back up the roller-coaster feeling. We haven't tested the base GT yet, but Audi claims it will hit 60 mph in 3.9 seconds. The RS, on the other hand, rockets to 60 mph in 2.9 seconds and covers the quarter-mile in 11.0 seconds flat at 127 mph—stout figures that just edge out those of Audi's 591-hp RS7, though they're not quick enough for top honors among the latest internal-combustion supersedans. The RS GT's 60-mph sprint also isn't speedy enough to hang with the more powerful Taycan Turbo S and the last Tesla Model S Performance AWD we tested, both of which are roughly a half-second quicker to 60 mph.

The e-tron GT and RS's range figures will likely mean more to buyers. Per the EPA, the GT is good for 238 miles and the RS is rated at 232. Our testing of the RS revealed 240 miles of range, with our example averaging 71 MPGe overall and 83 MPGe on our 75-mph highway test, the latter result just beating its combined federal rating by 1 MPGe. Again, those are decent figures, but not the kind that leads to bragging among big-dollar EVs, especially if the conversation turns to Teslas.

2022 audi rs etron gt

LOWS: Performance trails comparably fast four-doors, unusually high noise levels for an EV, steep six-figure price.

On the road, the RS GT tours grandly. It hums and hauls so smoothly that the big numbers on the speedometer readout might come as a surprise. The low, hefty weight of electric cars—our RS test car tipped the scales at 5171 pounds—works in their favor when it comes to stable cornering, and 590 electric horses are more than enough to reshape your eyeballs. The GT's biggest challenges come from not having the longest range and not being the quickest or flashiest thrill ride in the park.

Audi gets points for using the steering-wheel paddles to control regenerative braking. It's just the sort of setting you might want to change on the fly, say, heading down a steep hill or coasting along in highway traffic, and being able to adjust it without having to dive into a settings menu is smart. The middle setting will feel the most familiar to gas-engine aficionados, and the max regen is almost but not quite aggressive enough to allow for one-pedal driving. The RS offers rear-wheel steering as an option. When fitted, the rear wheels also turn in phase with the fronts to improve high-speed stability; below 30 mph, the rears turn opposite to tighten maneuverability. Steering efforts are light, almost too light at slow speeds if the car is equipped with optional Power Steering Plus, which just boosts the steering assist to feathery at low speed. But once you get used to it, you'll be flipping tight U-turns just for the fun of it.

2022 audi rs etron gt
Fitted with 21-inch Goodyear Eagle Asymmetric 5 summer tires, the RS's 157-foot stop from 70 mph is in the hunt with the figures of other hot four-doors. But its 0.93 g of grip on the skidpad is rather modest for a modern sports sedan—electric or otherwise—some of which have posted well over 1.00 g of stick in our testing.

Audi tilts the GT's controls toward the driver, and everything you need is within easy reach. EVs have conditioned us to expect tech-focused or even minimalist interiors. The GT has a crisp digital display in front of the driver and a 10.1-inch touchscreen in the middle of the instrument panel, but there are—gasp—buttons for the climate control.

2022 audi rs etron gt
The GT does play into another electric-car expectation, however, that of the environmentally conscious and possibly vegan buyer. Leather-free interiors and recycled materials come standard, but if you want to sit on cow hides you can order up a less vegan-friendly version. Whether your seats were once alive or never alive, the GT supposedly seats five; just be sure to call shotgun. No one will enjoy the middle seat in the back. Legroom for the outboard rear seats is excellent thanks to cutouts in the battery, which mean deeper pockets for your tootsies. Headroom isn't as generous, as you pay for the stylish sweep of the roof with tiny back windows and an encroaching C-pillar. Somewhat surprisingly, the 71 decibels of sound in the RS at 70 mph are several decibels greater than we've experienced in comparable EVs, and it's even a touch louder than we've measured in a fire-breathing RS7.
2022 audi rs etron gt
Audi's brave new EVs start at $103,445 for the e-tron GT, a price that lines up with the Taycan 4S, which needs 3.4 seconds to eclipse 60 mph. Bring a $100,690 check to the Tesla store and you'll drive away in the quicker Model S. The RS version, with its carbon-fiber roof and extra power, starts at $143,445. That money would put you into an 1100-hp Model S Plaid+ AWD, which is likely to be the quickest EV we'll have tested once we get our hands on one. Complete with the comprehensive $20,350 Year One package, our RS GT carried a hefty $164,390 as-tested price.

Sizewise, the e-tron is about same length as an A7, but it's dramatically lower and wider. The wide rear end and taillights look particularly great, but in front, the wide crossbar through the grille visually weighs down the front end. Overall, the e-tron GT reads elegant and muscular. It's not a game changer coming after the Taycan or even the still-powerful grandfather of the segment, the Model S, but it's quite a ride.


Audi Q5 Sportback Review: As Practical as It Can Be

The verdict: The 2021 Audi Q5 Sportback trades some of the regular Q5’s utility for a sportier look — and sacrifices less practicality than expected in doing so.

Versus the competition: The coupelike SUV trend is a bit of a head-scratcher to us, given the body style often leaves less interior space than a traditional SUV (for more money). The Q5 Sportback doesn’t deviate from this formula, but its relatively few trade-offs enhance its overall appeal.

Besides the new Sportback body style, the 2021 Audi Q5 also gets updated exterior styling, a standard mild-hybrid base powertrain and a new multimedia system that drops the knob-based controller Audi has used for years in favor of a touchscreen interface. Take a look at the differences between the 2020 and 2021 Q5 in our side-by-side comparison.

Our 2021 Q5 Sportback test vehicle had an as-tested price of $56,540, including a $1,095 destination charge. It was equipped with the Premium Plus Package as well as Audi’s navigation and sport packages, the latter featuring a sport suspension and 21-inch wheels with summer tires. The car we drove also had an optional Bang & Olufsen stereo.

How It Drives

The Q5’s standard 261-horsepower, turbocharged 2.0-liter four-cylinder is a smooth-revving, responsive engine that moves this SUV well; a new mild-hybrid system has boosted efficiency of the regular Q5 for 2021, giving it a combined EPA rating that’s 1 mpg higher than the 2020 Q5’s. The engine is hurt, however, by very gradual accelerator pedal response in the transmission’s Drive mode, which makes the Q5 feel sluggish when starting off. Putting the gear selector in Sport improves drivetrain response immensely, though it also keeps the transmission in lower gears. The turbo four-cylinder works with a seven-speed dual-clutch automatic transmission that’s quick to kick down when you floor the gas pedal.

Our test vehicle’s sport suspension and low-profile tires on 21-inch wheels contributed to a firm, unforgiving ride that sometimes felt brittle on rough pavement. The Q5 Sportback does, however, stay relatively flat in fast, sweeping turns, and it’s a confident and poised cruiser on smooth pavement. Apart from some tire noise, the cabin is very quiet at highway speeds.

Like other Audis, the Q5 Sportback has highly assisted steering that makes it easy to turn the wheel but doesn’t offer much in the way of feedback. Steering precision is good, however, and the Q5 responds readily to steering inputs.

The Interior

Cabin materials’ quality and fit and finish are good, with soft-touch surfaces on the upper part of the dashboard and doors, but our test car’s all-black interior color scheme had a somberness to it that even a scattering of metallic accents couldn’t overcome. Some of the shinier center console trim even reflected sunlight into my eyes at times while driving. The console doesn’t have much storage space, either.

Power-adjustable front sport seats with manual cushion-length adjustment are standard. The driver’s seat is comfortable and not overly restrictive, and front headroom is good. Leather seating surfaces and front seat heaters are standard.

The Sportback’s sloping roofline doesn’t significantly compromise rear-seat headroom, which is adequate for taller adults. The rear bench seat is comfortable, and it reclines and slides forward and backward. There’s good foot space under the front seats, too.

The Sportback’s cargo area is only marginally smaller than the regular Q5’s, according to Audi’s measurements: The brand says the Sportback has 24.7 cubic feet of cargo space with the rear seat up and 51.9 cubic feet with it lowered, versus 25.9 and 54.1 cubic feet in the regular Q5. The Sportback’s roofline reduces the height of the cargo area, and there’s a slight incline in the extended cargo floor with the backseat folded. Seatback release handles in the cargo area make it easier to fold the backseat when standing at the back of the SUV. 

The Q5’s new touchscreen multimedia interface is simpler to use than the knob-based control system it replaces, and the ubiquity of smartphones should make it easier for owners to familiarize themselves with it. A 10.1-inch screen atop the center of the dashboard is standard. The system also includes wireless Apple CarPlay smartphone connectivity, but wired-only Android Auto.

The touchscreen has high-quality graphics, and CarPlay uses the screen’s full width. It’s easy to toggle between the multimedia system’s built-in interface and CarPlay, and the Premium Plus model adds a wireless charger — helpful for reducing battery drain in a wirelessly connected smartphone.

Premium Plus versions also add Audi’s Virtual Cockpit Plus digital instrument panel. It features a configurable 12.3-inch high-resolution screen in place of traditional gauges, and it can also show satellite image overlays in its navigation mode.

Safety and Driver-Assist Features

The Q5 Sportback received good ratings in all Insurance Institute for Highway Safety crashworthiness tests, and its standard automatic emergency braking system earned superior and advanced scores for its vehicle-to-vehicle and vehicle-to-pedestrian performance, respectively.

Other standard active-safety features include lane-keeping assist, blind spot warning with rear cross-traffic alert, and front and rear parking sensors. Premium Plus models add adaptive cruise control with stop-and-go, and the top-of-the-line Prestige version adds a head-up display with traffic-sign-recognition capability.

Should You Buy the 2021 Audi Q5 Sportback?

The Q5 Sportback’s $48,895 starting price (with destination) undercuts base prices for the 2021 BMW X4 and 2021 Mercedes-Benz GLC300 Coupe, but it’s more expensive than an Infiniti QX55, which is new for the 2022 model year (see their specs compared).

With nearly as much cargo space as a regular Q5 and comfortable seating for adults in both rows, the Q5 Sportback takes some of the practical reasons for choosing a regular Q5 SUV off the table. The Sportback’s starting price is $4,500 more than a Q5 SUV, but the Sportback also comes with larger 19-inch wheels and a panoramic moonroof in addition to its sleeker exterior. If you like its styling and the extra expense isn’t an obstacle, the Q5 Sportback offers most of the attributes of an SUV without looking like most SUVs.


Audi A8L Horch

The current Audi A8 was promoted in 2017, and since competitors have meanwhile shown new models in that class (primarily the new generation Mercedes S-Class), Audi has now prepared a refined version of its largest sedan.

It is a version of the Audi A8L Horch (premiere for the general public is announced for November 19), the most luxurious edition of the A8 model named after the company's founder.

The car has a 130 mm longer wheelbase compared to the regular A8, while the length is 545 cm.

In addition, there are additional elements characteristic of this edition (chrome front grille, 20-inch wheels, more chrome details, top quality leather, two individual rear seats, front and rear massage seats, pillows with Horch markings ...), as and Horch logo on individual elements such as wheels, C-pillars and front fenders.

Also mentioned are exclusive colors (green and gray), Matrix LED headlights, OLED taillights, voice controls, remote parking, B&O 3D stereo sound system, central rear infotainment screen for control of various functions, active suspension, numerous safety and driver assistance systems. ...

Under the hood is a 3.0-liter turbo V6 engine (with a 48-volt mild-hybrid system) with 340hp and 500Nm, paired with 8-speed automatic and all-wheel drive.

The car is based on the MLB Evo platform, where in addition to steel and aluminum, magnesium and carbon fibers were used in the construction.

Audi states that the A8 is a combination of British elegance, an Italian sports car and German reliability.

2022 Audi RS3 Is Music to Our Ears


Audi's redesigned five-cylinder RS3 sports sedan is as vocal as it is potent.

With 401 horsepower available—one pony more than before—the RS3's boosted five-pot pulls hard to its 7000-rpm redline with fervent glee. To say that it has character is an understatement—delightfully vocal and charismatic, this is an engine that can seem uncannily human across its rev range. Which makes sense, as its odd-cylinder warble is a sound that any human could impersonate. A new active exhaust delivers even more of that aural drama through the tailpipes. Normally we eschew engine-sound augmentation through stereo speakers, but it only adds to the excitement in the RS3. Windows up or down, this Audi will have you searching out tunnels on your daily commute.

2022 audi rs3 sedan
2022 audi rs3 sedan
 For even greater control, it's easy to change the gearbox's demeanor through the various drive modes, which also alter the engine's responsiveness, the weight and feel of the steering, and the firmness of the adaptive dampers. We bypassed the Efficiency and Comfort settings, finding Auto to be nicely adept at adjusting the parameters based on our driving habits. Dynamic mode heightens all the car's senses and holds gears at redline in manual mode. Most intriguing was the customizable RS Performance mode, which for the first time in the RS3 allows the amount of torque sent to the rear wheels to be adjusted. Audi's Quattro all-wheel-drive system is almost too effective in most cases, wrangling the engine's might in a deliberate, almost clinical fashion. But the RS3's all-wheel-drive system is designed to be a frisky complement to its engine's sonorous antics. The system employs two independent clutch packs that can route 100 percent of the torque sent to the rear axle to either rear wheel, helping the car rotate around corners.

There's even a dedicated RS Torque Rear mode in the car's Drive Select menu, which is a drift mode in all but name. In practice, however, this setting only lets you wag the RS3's tail so much. Despite the implied benefits of the rear-torque bias, this remains a predominantly front-wheel-drive-based setup. Similar to how the previous RS3 could be outfitted, the new car rolls on tires that are wider in front than in back, 265/30R-19s to the rear 245/35R-19s. And since only 50 percent of the engine's torque can be routed rearward, the RS3 can't break its back end loose with the same impulsivity of, say, a BMW M2. It takes deliberate effort and a heavy right foot to overcome the chassis's natural inclination towards understeer, and once you cross that limit of adhesion it requires persistence to keep it dancing on that edge.

2022 audi rs3 sedan

Making the most of RS Torque Rear on the track also requires diligence, plus a bit of trust on the driver's part. Our drive included laps on Greece's Athens Circuit, a tight 1.3-mile track featuring a short straight and 10 corners. Taking the conservative all-wheel-drive line into turns yielded no help from the RS3's torque-vectoring rear axle. It's best to be more aggressive on corner entry and ignore your instincts to back off the throttle. Just before the front end begins to plow wide, mat the throttle to shuffle the torque to the rear axle and let the all-wheel-drive system's programming sort it out. That's not to say the RS3 isn't potent when pushed hard. Audi test driver Frank Stippler recently posted a 7:40.8 lap around the Nürburgring, beating the time set by, among other all-wheel-drive rockets, the original Bugatti Veyron.

On the open road, the RS3 feels much more in its environment. With its adaptive dampers in their comfort setting, this diminutive sedan evokes the composure and stability of its larger Audi brethren. Up front, the strut suspension features model-specific pivot bearings that add nearly a degree of negative camber compared to the regular A3. A multilink setup sits in back, along with a hollow anti-roll bar and a half-degree of additional negative camber. Overall, the RS3 rides 1.0 inch lower than the A3 and 0.4 inch lower than the S3. Top speed is governed to 155 mph, although opting for the RS Dynamic package ups that to 180 mph.

2022 audi rs3 sedan
Look beyond its performance and the RS3 receives the same updates found in the new A3 and S3. The interior features a far more premium look, thanks in large part to the 10.1-inch touchscreen that's now integrated into the dash. The 12.3-inch configurable digital instrument cluster is flanked by vents that resemble motorcycle grips. An RS design package adds either red or green accents to those vents, plus color-keyed seatbelts and contrast stitching on the seats, though we're less enamored by the dinky-looking shift toggle on the center console. Also somewhat out of place are the acres of gloss black plastic adorning the car's front end, which look a bit unfinished and appear at odds with the rest of the tastefully aggressive sheetmetal.

Gaping face notwithstanding, the RS3 is a superb evolution of Audi's original brand-defining formula. If this sounds like a fitting way to celebrate the sonic joy of its odd yet charming powertrain, you'll have to wait early next year to buy one in the United States. Pricing has yet to be announced, but we expect it to start just under $60,000. Endearingly eccentric and capable as the RS3 may be, it's hard to predict how long Audi will continue to support this niche segment with a near-bespoke engine. Although we're down for whatever the future brings, we hope the brand leans on its EV engineers to create soundtracks that are as glorious as the RS3's.


Audi RS3 LMS of the second generation offered to customers for 2022

The second generation "Audi RS3 LMS" has been released for the next racing season.

This season, the car was driven only in the World Cup of touring cars, it was serviced by the Belgian Komtuju racing, and with it, Frederic Fervis and Jules Magnus have won so far.

The first generation of TCR "Audi" was sold in 180 copies, and the new model costs 137,500 euros (+ VAT).

Audi RS3 LMS
The first deliveries are expected in the last quarter of 2021, so that the teams can prepare for 2022.

"We waited a little longer to offer the car to customers. We collected valid data and impressions from our drivers, so that our engineers could improve some parts ", revealed Chris Reinke, the head of Audi sports. "The previous model has achieved more than 300 victories in 55 championship titles so far, so we hope that the second generation will be even more successful."

2022 Audi e-tron GT and RS GT Make Us Forget They're EVs

Audi's new e-tron GT Quattro and RS e-tron GT are great sports sedans first and electric cars second.

In conventional automobiles, the tall top gears of modern automatic transmissions largely silence the combustion events happening under the hood. So, when an EV hushes along at 85 mph or so and unfurls the lonesome two-lane expanses of the West, the fact that it's motivated by electricity instead of gasoline doesn't seem terribly relevant. It does become a bit more important if the battery is depleted and you lack a solid recharging plan. If you're range anxious about finding somewhere to recharge, the e-tron GT is rated for 238 miles and the 590-hp (637 in overboost) RS e-tron GT model is good for 232 miles, both of which are far short of the Tesla Model S's EPA range.

2022 audi etron gt

Stand on the GT's accelerator and you're instantly reminded that there are electric motors at play. The torque delivery is akin to the feeling you get when you hold a regular car in gear right at its engine's torque peak. Hit it, and boom, instant shove. An upshift from the rear-mounted two-speed gearbox happens at about 60 mph, which will remind some readers of an old three-speed automatic's one-two shift. Audi claims a 3.9-second run to 60 mph for the GT and 3.1 seconds for the RS GT. As with the Audi's platform-mate, the Porsche Taycan, those acceleration times are repeatable, provided you know the launch-control code—Dynamic mode, hard on the brake, accelerator to the floor. A whoosh accompanies the shove into the leather seat. (A vinyl- and microsuede-covered interior, marketed as being leather free, is standard.)

The mass of the battery tips the GT's curb weight past 5000 pounds, but since the pack is in the floor, the center of gravity is low. Imagine a 4947-pound Audi RS7 with a keel and you get the idea. At 55.0-inches tall, the largely aluminum-bodied e-tron GT is low for a modern sedan and nearly two inches lower than the RS7. Without gears to choose, the GT and RS twins remain at the ready for whatever the Angeles Crest and Forest highways throw at them.

2022 audi etron gt

Go for the RS version and you get summer tires, but even on the e-tron GT's all-season rubber, the standard three-chamber air springs keep the body flat and the handling secure without being boring. Although the steering is accurate and gets the nose pointed with unerring precision—and the many drive modes can adjust the effort—not a lot of feedback comes through the wheel. Sure, the regular GT's all-seasons howl in protest when they begin to understeer but add power and the system sends torque rearward and divides it as necessary to the left or right wheels to cancel the mild push in corners. What you feel, besides confidence, is a return to your intended path around an apex. The RS performs the same trick, but its summer tires provide more grip with a bit less squeal.

Provided you shut off the stability control, the rear end's ability to send power to the left and right will also indulge the aggressive driver by setting up an easy-to-control, power-on drift. Being (mostly) prudent adults, we kept such experimentation to the airstrip that Audi rented for us to safely experience the RS's zero-to-100-mph acceleration. Hauling these Audis down from speed are 14.2-inch front brake rotors on the regular GT and 16.1-inch tungsten carbide-coated units on the RS. Should that not be enough, the RS offers 16.5-inch carbon-ceramic jobs up front. Strong and fade-free, a couple of downhill sections in the canyons required a harder push on the brake pedal, a reminder that quickly decelerating 5000 pounds requires a lot of force.

2022 audi etron gt

Using the brakes in the GT and RS GT is something you'll do a lot. Unlike some competitors, Audi doesn't offer a one-pedal driving mode. The maximum regeneration mode (activated by the left "shift" paddle on the steering column) doesn't slow the car down much. Audi proffers that coasting is more efficient than maximizing regeneration. The net effect is that you drive the two e-tron sedans more like a conventional gas-powered car, another reason it's easy to ignore what's propelling you when you're behind the wheel.

Designers put a lot of thought into making the most of Audi's (and Porsche's) EV platform. Not only is the roofline low, but the cockpit and greenhouse are narrower than the body. It's a visual trick used by the Porsche 911 that results in a balance of elegance and aggression. Wide rear fenders flow rearward to A7-like taillights. Wheel sizes start at 20 inches; RS models offer a 21-inch option.

2022 audi etron gt

The relatively narrow cockpit is obvious when you're inside. Front-seat space is generous, but the roof looms close and the glass area is small for a sedan. The view out the back is restricted, but after a few miles you adjust to it. If you're thinking it's as bad as a Chevrolet Camaro, it's not. Rear-seat space also is in short supply, and the smallish door openings and low body make getting in and out a little more difficult than it is in an RS7.

An RS7 also sounds considerably better than both the e-tron GT and RS. Audi engineers did try various devices—including a didgeridoo—to give their electric sedans a soundtrack. Under hard acceleration there's a hushed roar and the volume increases in the most aggressive Dynamic mode, but it pales next to how the roar of the RS7's twin-turbo V-8 fires the synapses in your lizard brain.

2022 audi etron gt

Choosing between Audi's new electric sedans and its 591-hp RS7 is made even more difficult by how the pricing sandwiches the $115,545 gas car between the two. Before any incentives or tax credits, the e-tron GT starts at $100,945 and the RS opens at $140,945. Even though the e-tron GT is so good that we briefly forgot it was an electric, as new internal-combustion cars become rarer sights we're still going to pick them until we can't. As far as comparing it to the ridiculously quick, 1020-hp Model S Plaid, we'd love to answer that nagging question too. As soon as we get a Plaid to test, we'll let you know.


This is today the most desirable modern classic in Europe

There is simply no point in procrastinating, so right now: in your head: The most desirable modern classic of today in the EU is the Audi Quattro.
And here's why it's like that…

Imagine the following situation: the end of the 1970s is approaching. The world of Rally racing (until) that time is for some reason stubbornly loyal to two-wheel drive and any departure from that rule is absolutely undesirable.
But 1979 manages to turn out to be the year in which a revolution takes place in this dirty world of speed. And since then a new decade on the horizon has allowed manufacturers to experiment.

Audi enters the whole story at the same time without much thought and already has a finished product by the Geneva Motor Show. And the one shaped into a relatively angular body with three doors and all-wheel drive.

The machine in question is designed to make the most of the engine power and transfer it to the ground as well as possible. But already in the beginning, the Audi Quattro met with ridicule from many, because the weight was noticeably higher than the rivals with whom the car was to compete in the World Rally Championship.
As a result, the enthusiasm of many has waned considerably. But the team from Ingolstadt did not stop rubbing their hands.

The reason for this is the small million tests that turned out to be better than initially expected during the development of this now legendary model. Because of all this, the Audi Quattro was already one of the contenders for the throne of the best on the muddy tracks before the premiere.

This, of course, was soon proven in practice, and many infidels began to worship this car practically overnight. And with their adoration they ensured that this story continues forty years later.
But despite the changing times, it is this Audi model that for many is reputed to be the best of all time.

Basically, over the years, there has often been a debate in the media and on the sidelines about which car would be the most desirable modern classic of today.
And then the renowned portal Honest John began its story. And in collaboration with several other interesting sources, a rather extensive story was created.
The collaboration was reduced to pure statistics, ie readers' voting for the title of the most desirable modern classic of today. It lasted for months. And after all these months, the winner was obtained by the number of votes. Just as we are used to with such ideas.

The competition was impressive and strong - just like the one in which this Audi model found itself when it premiered in the world of Rally. But unlike this segment of the world of motoring, within these statistics there are several models that have nothing to do with the world of Rally.

The victory for the Audi Quattro was secured by a total of 24.3% of the vote, or almost a quarter of respondents. So more than for any political party in the last election.

Second place on the list was earned by the VW Golf GTI (Mk.1) with 18.3% of the vote, and the entire list on the back is completed by the Porsche 959 with a total of 1% of the vote.

As part of the list, it is actually surprising that, for example, the Porsche 911 was only in 5th place. But I guess it's because of the production of this model that goes back more than half a century.
Therefore, it should come as no surprise that in the minds of the respondents, the 911 is not something from the past, but a car that is ubiquitous even today.

All this, of course, does not diminish the fact that the Audi Quattro came in first.
But I still can't help but wonder what the list would look like if a few American and Japanese cars from some bygone times were in competition.

On the contrary, I believe that, for example, the Ford Mustang and Nissan Skyline GT-R (KPGC10) would be at the very top.
I am also inclined to believe that voters would look favorably on the still few model that appeared on the market during the former development of the car world.
But these are just assumptions that are not important given the current list and its winner.

In this case, only the fact that very nicely shows that the Audi Quattro once again shone as one absolutely special car is important.

It is only sad that this company in todaytime no longer produces such models. And if we are realistic, given the times we live in and the trends they bombard us with, I somehow have a clear doubt that in twenty years some of today’s Audi models will find their place among the greats.

In fact, I'm sure he won't.

Audi offers entry into the world of motorsport for half a million euros

Back in March 2015, Audi's motorsport department introduced the LMS GT3 specification of the second generation of the R8 model before switching to a racing car with a V10 engine, which debuted in October 2018. Now Audi Sport has introduced the evo II specification of its mid-engined supercar, which sits between the GT2 and GT4 versions in a range of models designed exclusively for the racetrack.

Improved for the 2022 season, the new R8 LMS GT3 evo II comes with numerous improvements, the car's aerodynamics, chassis, traction control, engine characteristics and air conditioning have been changed.

While its predecessor under the car was crucial in providing greater thrust and thus greater cornering stability, the new configuration of this model relies primarily on a new rear spoiler that provides greater aerodynamic thrust and increases traction. For the first time, the suspension of the R8 LMS GT3 has shock absorbers that are adjustable in 4 different levels, and the slip control adjustment also has more options than before.

Audi Sport engineers have developed a new air supply system that allows better torque delivery from a medium-mounted 5.2-liter unit that develops up to 585 hp, depending on competition rules.

Photos of the interior are not shown but we know that the racing R8 got an improved air conditioning for greater driving comfort. These changes will be applied to new cars, but will also be available as part of a retrofit package for existing vehicles whose owners want new upgrades by Audi Sport.

Entering the somewhat serious motorsport competition is more expensive from year to year, which can be noticed at the price of the racing Audi R8. The version that was presented five years ago had a price of 359 thousand euros, while the model presented in 2018 cost 398 thousand. The newly presented R8 LMS GT3 evo II has a price of 429 thousand euros, but when taxes are added, that number goes above half a million. Add to that the costs of mechanics, equipment and transport, and it is quite clear that it is modern

Featured Posts

Contact Info

  • New car reviews - Read the definitive new car reviews. Find your perfect new car by browsing our independent, informative and helpful car reviews.
  • This email address is being protected from spambots. You need JavaScript enabled to view it.
  • This email address is being protected from spambots. You need JavaScript enabled to view it.
We use cookies to improve our website. By continuing to use this website, you are giving consent to cookies being used. More details…