Audi e-tron GT Preview – Sporty e-coupé with innovative 800 V battery
On February 9, Audi announced the e-tron GT. This is currently the top model in the e-tron series and the second fully electric car from the German brand. Like the Porsche Taycan, the GT is a sporty coupe developed with performance and comfort in mind. In boost mode it sprints to 100 km/h in 3.3 seconds, the range is approximately 488 km and the top speed is limited to 245 km/h. In our opinion, however, the most interesting is the underlying technology of the platform, such as the battery that works at 800V instead of 400V. That is also the main approach of this video, based on an introduction to a short day of driving.
The e-tron GT quattro, as this version is called in full, has a battery of 93 kilowatt hours, of which 86 kilowatt hours are effectively available. According to our estimate, you will get about 370 km with it in the winter and about 470 km in the summer. Of course, that depends entirely on your driving style and whether you stick to the speed limit, because the GT invites you to fast sprints with its responsive energy pedal. According to the WLTP standard, the range comes down to 488km, but that is, as you probably know, a theoretical dynamometer test that does not take summer and winter into account, for example, and is a mix of city traffic and to a lesser extent highway. The range is a bit disappointing for such a large battery, which is partly due to the high weight of the car (2300 kg) and the requirements for the electric motors.
Performance
The two electric motors, one on the front and one on the rear axle, together produce 349 kW (476 hp) and 640 newton meters of torque. In boost mode, that temporarily becomes 389 kW (530 hp) and you are at 100 km per hour after 3.3 seconds. Unlike other EVs, the GT is equipped with two gears. By default, you drive in second, but first gear is used for the most powerful acceleration with the boost in launch control . You activate the boost mode with the flippers behind the wheel, which seem to have no real function. Without boost, you still don’t cut a crazy figure with a sprint of 4.1 seconds. Even while driving, the car reacts very immediately when you give it energy.
All in all, these are very neat and sporty performances. Yet the e-tron GT is not unique in this area, just like the Taycan. There are faster electric cars, such as the Tesla Performance models, and they often have a longer range. An important difference is that the 800V battery architecture and the other components of the Audi (and Porsche) have a longer endurance. For example, the fast Ludicrous sprint at Teslas cannot be performed an infinite number of times in succession and the American does not last as long at top speed.
Audi e-tron GT vs. Porsche Taycan
The Audi e-tron GT uses the same platform as the Porsche Taycan. This is the J1 platform, which is specifically intended for electric performance cars. The wheelbase of 2.9 meters and the battery are completely the same, and because both are sports cars, there are also other similarities. For example, there is no grille and the sporty line is comparable. The GT is also quite aerodynamic with a c wvalue of 0.24. Yet the Taycan does that a bit better with 0.22. That also seems to be a conscious strategy; of the two, the Taycan is positioned higher and therefore has the most sporty performance. The GT is a bit cheaper and more focused on comfort. There will be more versions in the future, including a cheaper one with a smaller battery, but also an even faster RS version with 646 hp.
800V battery system
From a technical point of view, we find the 800V battery system the most innovative. Most electric cars use a high voltage 400V battery system. However, Porsche and Audi have opted for a new 800V system. This has several advantages, but the system mainly benefits fast charging. A high current (amps) leads to a lot of heat, which makes the cables hot. Faster charging therefore requires thicker and heavier copper cables. Water cooling is even used for the latest fast chargers.
Due to the higher voltage, thinner cables can be used, while it is possible to charge with a high power. The 800V is achieved by connecting more cells in series. The e-tron GT contains 396 individual cells sourced from LG Chem. They are arranged mechanically in 33 modules of 12 cells each. Electrically, the 396 cells are divided into two sets connected in parallel. In each set, 198 cells are connected in series. Each cell is 4.2V, resulting in ~835V per set. A higher voltage requires a lower current, which in turn leads to less heat. You can deliver the same power with less heat generation and that also leads to less loss and resistance.
Audi and Porsche currently use a capacity of 270 kW, which means that you can drive an extra 100 km after 5 minutes of charging. 80 percent full takes about 22 minutes. That is, incidentally, under ideal conditions, so with a warm and empty battery. You can currently only achieve that speed with 300 and 350kW fast chargers that support 800V, such as those from Ionity and Fastned (800V x 350A). In fact, with fast chargers that do not support 800V, you get a maximum of 50kW, unless a different dc-dc converter is chosen when purchasing – which reaches a maximum of 150kW with 400V.
The only manufacturer to come close to a 270kW charging capacity is Tesla, which currently offers a maximum output of 250kW on v3 Superchargers (400V x 625A). An advantage of an 800V battery system is that it is prepared for even higher charging speeds in the future.
platforms
Audi currently uses four different platforms for its electric cars. The regular 2019 e-tron is built on the MLB Evo platform, which is also used for A-series fossil fuel cars. That MLB platform dates back to 2007, but was adapted in 2015 and made suitable for electric cars. The e-tron GT uses the J1 platform, on which the Porsche Taycan is also built. This platform is specially designed for sporty performance cars. We also have Volkswagen’s MEB platform, on which the Q4 will appear later, and a future PPE platform for ‘premium’ cars will follow.
Interface
As with the Taycan, Apple Carplay is supported. The interior differs somewhat. For example, an extra screen is missing compared to the Taycan. We mainly see a combination of a touchscreen and physical buttons. To adjust the temperature, air conditioning and seat heating, you use a number of buttons below the screen that you can press up or down. A wide and central touchscreen is nicely integrated, works smoothly and is quite clear. The latter is also because the setting options are relatively limited; there is little to tweak.
One pedal driving
That’s a shame, because we would like a little tweaking, for example for one-pedal driving. Like Porsche, Audi has chosen to make the e-tron GT feel like a petrol car in terms of driving behavior. When you release the accelerator pedal, the car will continue to roll and will not brake, even optionally via the flippers. When you stop at a traffic light, you also have to keep your foot on the brake the entire time, unlike many other EVs.
Regeneration is only possible if you depress the brake pedal, first via the electric motor and, if necessary, only then via the brake discs. It may be understandable from the performance point of view and the target group Audi is targeting, but we would have liked to see one-pedal driving, as with other EVs, at least optionally possible. It is now an artificial limitation of something that makes electric driving even more interesting.
What else stood out
Due to its long bonnet, the e-tron GT offers some extra storage space underneath. So it has a frunk , as we often see with EVs. It is also equipped with air suspension and the roof is made of carbon. A nice feature is that it has a Type 2 charging port on both sides of the car, so that you can always reach a charging station. Only the right one, on the passenger side, is suitable for fast charging via CCS. The GT also stands out with its sporty and futuristic sound that can be heard both outside and inside the car. Clearly a lot of thought has gone into this.
Finally
The e-tron GT is, apart from the low entry that belongs to a sports coupé, very comfortable to drive. The interior leaves little to be desired and driving is a small party thanks to the smooth response and smooth performance. As mentioned, we do regret that there is no option for one-pedal driving, because this would improve comfort even more, but that is of course also a personal preference. It is likely that the intended target group are petrol drivers who expect an electric sports car to drive in the same way as their current car.
The biggest drawback of a luxury car like this GT is the price. At 104,895 euros, it is only financially accessible to a few people, let alone the even more expensive, limited Zero editions and the RS GT to be released later. Later, the GT will also appear in a cheaper version, just like the Taycan; the Taycan with a single electric motor and a slightly smaller battery now starts at 85,421 euros.
This is just the beginning, as more affordable EVs with an 800V battery system, such as the Ioniq 5 , will hit the market later this year . It also excels with the smooth charging speed of the 800V battery system. That technology seems more future-proof than the current 400V generation, mainly because of the advantages for fast charging. With a charging capacity of 270kW, the battery capacity of net 86kWh of the e-tron GT can, under the right conditions, be charged to 80 percent after approximately 22 minutes. This makes an electric car easier to use for long journeys. Audi and Porsche are currently at the forefront of this.