The Audi e-tron GT moves closer to the Taycan

When two cars are technically very similar, like the Audi e-tron GT and the Porsche Taycan, engineers are in a dilemma. How can you change the characteristics of the car to meet the needs of the customers without looking like a thief? If the two cars are of the first generation of electricity, the challenge turns into a high discipline when the engine and battery are similar and the energy storage systems are already eating up a lot of the car’s budget.

With the first version of the e-tron GT 2021, Audi engineers avoided that problem by not reducing the electric car from Ingolstadt to the sporty agility without compromises like the Porsche Taycan. Of course you can drive very fast in an Audi. But first and foremost, the e-tron GT was a Gran Turismo – an electric car for long journeys.

Bayern have solved that equation with two friends very well. Since its presentation in 2021, almost 30,000 buyers in 90 countries have chosen the top electric model from Ingolstadt by the end of 2023. Around 10,000 of these e-tron GTs were ordered even in the top RS version. “The E-tron GT is very strategically important as a flagship model,” explains Stefan Holischka from Product Marketing.

Now the model improvement is coming and the technology game is entering the second cycle. The design of the J1 still comes from Porsche, but the engineers from Zuffenhausen have made significant improvements in some areas. Among other things, on the battery and especially on the chassis. That doesn’t make it any easier for Ingolstadt enthusiasts to distinguish the electric GT from the 2024 model year Porsche Taycan. it’s more refined,” explains chief engineer Stephan Reil. The bottom line is that the electric car must still “feel like an Audi.”

So basically everything is the same as before – just with different symbols. Like the Porsche Taycan, the Audi e-tron also gets an active chassis that includes a single-chamber air spring with active damping control. The hydraulic dampers constantly compensate for uneven terrain to keep the body balanced at all times and reduce roll (when braking) and roll (in curves). For this purpose, each damper has a separate hydraulic pump, which immediately reacts to the movement of the body as soon as the wheel sensor sounds the alarm. This works well because the recoil and compression stages of the boosters can be fully controlled separately.

Active chassis with hydraulic pumps

If the body threatens to sink, the pump quickly pumps hydraulic oil into the moisture chamber, keeping the body upright. This happens on all four wheels. And that’s not all: when you enter, the car moves up five centimeters and makes getting in more comfortable. Audi technicians describe the pump’s energy consumption as “less” because the battery has more capacity.

Due to the 800-volt technology, hydraulic pumps can also be controlled with more power than is possible with a 400-volt system. This means that the chassis reacts more quickly to commands from the electronics. This is already clear: the active chassis is a real advantage. It hides the Audi’s weight of 2.3 tonnes better than ever.

However, more complex technology is only worth it if a powerful package is playing. The GT e-tron is primarily about driving, which Audi has not covered in glory in recent years. But that has changed and it’s also benefiting the Stromer GT. Basically, the engineers have now made the steering ratio in conjunction with the rear axle steering (moves the wheels up to 2.8 degrees) 15 percent more direct. The maneuver has the desired effect: the front end leads faster than before. With this in mind, the contact capacity of the valance has increased significantly. You can always feel how the traction of the front wheels is like.

Go on a curve with a slight incline

The chassis does its job and keeps the body stable even during rapid changes of direction. If all this is too digital for you, you can switch to comfort driving mode, in which the body leans a little on the curves.

“The car is more Gran Turismo than racing,” explains chassis expert Carsten Jablonowski with a soft smile when asked which version is under the gold foil. Due to the RS Performance driving plan, we seriously assume that we are driving the top model of the RS e-tron GT. We also think this setting is the best, as the accelerator pedal response isn’t as quick as Dynamic. This makes the speed easier to control.

Audi is still keeping the car’s power a big secret. If you take the Porsche Taycan Turbo S as a benchmark, which will have a peak output of up to 570 kW (775 hp) in the future, and if you assume that the Audi has to work with less power to maintain the distance, the Audi should have more than 500 kW coming around the corner. The RS currently has 440 kW.

Performance data remains confidential

The secret of recovery is also worth watching Zuffenhausen. When decelerating, the Taycan stores up to 400 kW of electricity in the energy reserve. Things shouldn’t be too different with the Audi e-tron GT. This also applies to the battery, which in the new Porsche has a capacity of up to 105 kilowatt hours (net 97 kWh), charges with a maximum rate of 320 kW and can now carry the Taycan up to 634 km.

In the second half of the year we will find out what the Audi e-tron GT brings to the table in this regard. And of course also in terms of price: Audi dealers are currently asking at least 106,900 euros for the remaining copies of the old series and at least 126,700 euros for the RS models. The new one will obviously be a few thousand more expensive.