Audi RS e-tron GT on the road: real range, performance and IONITY | Video

In short? A Taycan where to enter the cockpit & egrave; more easy, where comfort is; upper and where the edges are more & ugrave; beveled . RS e-tron GT & egrave; however brutal but it is driven with greater gentleness and this makes it really within the reach of anyone, from the less experienced, who can; rely on an all-wheel drive that maintains the DNA of the quattro while with a new & quot; digital & quot; look, at most; savvy who can & ograve; however, count on perfect electronics to be invasive only when really needed and in extremis.

In Dynamic, for example, the car also leaves a little of space to have fun without necessarily having to deactivate the controls given that an all-wheel drive that favors the rear engine, the most important one, also puts a hand in it. powerful of the two. Efficiency represents the exception, the only case in which the need of containment of consumption on the motorway – where a car is already low of its flattens to the ground lowering itself by 22 mm – from priority; front-wheel drive.

Attention to driving is also testified by the precise choice not to allow the maximum level of regeneration (equivalent to a deceleration of 0.3 g) only when the & quot; gas & quot; pedal is released. Being a distinctly sporty car, Audi wanted to avoid any unintentional load transfer (for example because we forget that we have activated the maximum regenerative mode) and therefore associate that response only to a situation in which the driver is in full control via the brake pedal.

To find a fault, the steering wheel load is not; so & igrave; & quot; male & quot; as I would have expected from an RS sports car. It lacks that pinch of resistance that would have made no difference in terms of steering, however precise, lightning fast and even maneuverable with the 4WS, but it would have changed the perception of awe towards a 3.3 second vehicle.

< p>Ex-karting habits aside, for me the steering of a sports car has to be a bit tiring. the arms, the precision is not; never questioned, everything is; progressive and instantaneous and control of the car & egrave; total. With a little of attention you can perceive the exact moment in which the rear wheels are activated in phase or in counter phase. Can you notice how the front copies the asphalt and when the all-wheel drive splits the torque. In this the adaptive ones are phenomenal : they filter out the & quot; bad & quot; part of the road but remain communicative and pass the information necessary for driving.

I forgot: RS e-tron GT weighs more; 2,400 kilograms that you don't feel on the street … maybe. Or better: they do not feel in normal conditions and with never excessive driving. Remaining within the limits of the code and health care; mental, in fact, will result & agrave; difficult to perceive the weight between the bends uphill: the engine pushes with plenty of torque. And it will result; also & igrave; difficult to perceive it in descent because & eacute; RS e-tron GT & egrave; perfectly balanced in all its features, including brakes.

If you have a little foot more end, by & ograve ;, try to squeeze it as you would an MX-5: you realize that there is a & quot; ghost mass & quot; equivalent to the feeling that Christmas dinner givesin the South. What lasts two days, never takes away your smile but when you get up suddenly it makes itself felt on your stomach for a moment. And RS e-tron GT & egrave; just like that: you can manage that weight, by now you have years of experience behind you. For & ograve; you still have to manage it and it reminds you of its presence from time to time.

BATTERY

With a capacity gross of 93.4 kWh which translates into 84 kWh usable by the user, Audi's battery pack demonstrates how much the Germans have learned and developed over a short period of time.

The choice of cells & egrave; different from Tesla which continues with the cylindrical ones: here the pouch ones and an indirect air conditioning circuit are used. Rather than passing through the individual cells, the channels with the coolant are placed at the base and take care of maintaining the battery as much as possible; possible between 30 and 35 & deg; C.

In total there are four cooling circuits of the Audi e-tron: on the one hand they can be connected, on the other hand they guarantee the ideal operating temperature for the components that they manage: battery, motors and rotors, power electronics and charger.

Active refrigeration, the one that also deals with the air conditioning for the passenger compartment, can be connected via a valve to the battery circuit when a high discharge power is required (for performance) or when fast charging in direct current. The standard heat pump then takes care of exploiting the heat generated to optimize consumption.

AC/DC RECHARGE: AT HOME AND AWAY

The 800 volt platform allows you to manage fast charging up to 270 kW in direct current while the alternating performance depends on the time of purchase of the car. At launch and until the end of the year it will be; only the version with single 11 kW AC three-phase charger is available. The second charger, optional in the catalog only with models produced from the end of 2021 onwards, will carry; power to 22 kW and should also be available as a retrofit.

To ensure an electrical transition as much as possible; possible without worries and worries, Audi has developed an optional package with Enel X. It's called Ready for e-tron Pro: you buy it and Enel X takes care of everything: inspection, 7 kW, 11kW or 22 kW wallbox installation (JuiceBox Pro Cellular with integrated cable), realization of the power supply line and connection downstream of the meter.

At home , with Alpiq and AGN energia, you can & ograve; choose the flat rate with a supply of up to 5,000 kWh per year at 110 & euro; per month (excluding VAT and taxes). Turning to 150 & euro; per month you get 10,000 kWh per year, in both cases you are guaranteed to use energy generated from renewable sources.

Outside the house there is e-tron Charging Service: one card, 213,000 stations in Europe (15,000 in Italy) and access to IONITY. The Transit package that discounts the IONITY top-up at 0.31 & euro;/kWh & egrave; free for the first year, then it costs 17.51 ​​& euro;/month.

IONITY RECHARGE TEST

The coupled between my car, the driving conditions (motorway with adaptive cruise at 140) and column led to a higher average charge; lower than that of the colleague with whom I synchronized the arrival at the IONITY station. In my case, the one depicted by the curve below, I stored 45 kWh in 17 minutes .

The other car is; managed to find a more circumstance; favorable: after only 8 minutes it had stored 31 kWh , plus & ugrave; of 100 km of autonomy to the average consumption of my trip.

REAL CONSUMPTION ON THE HIGHWAY

The path has nothing to do with the combined cycle: yes & egrave; treat of a real journey with a large percentage of highway inside it. So don't compare it to most other evidence (except perhaps this one).

Highway at 140 km/h set on Adaptive Cruise Control, ADAS and climate control always active, almost non-existent traffic and mode; Efficiency. On the Cisa & egrave; the turn has come to squeeze in mode; Dynamic and then return to Comfort during a couple of short slowdowns. The return trip saw the modalities alternate; Comfort and Dynamic.

Result? General average of 25 kWh/100 km with speed; and travel driving style . The data is; to be divided into the following partials: