McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

Audi News

Audi news from duPont REGISTRY News, updated daily with model reveals, first drives, technology launches and verified performance figures. Our coverage runs across the RS models and the expanding e-tron range, together with the road cars that sit beneath them. Audi is moving quickly on electrification, and we report each development as it is confirmed. Plenty of publications carry performance car news, but few carry it beside live inventory. Many of the Audis covered here appear on the duPont REGISTRY marketplace, so a review and a genuine asking price sit together. That combination is difficult to find anywhere else in luxury car news. For Audi news today, begin with the stories below.

By Khris Bharath – February 05, 2026

Audi A6 e-tron and Q6 e-tron Get Smarter for 2027

Audi sharpens its electric lineup for 2027 with focused hardware and software updates on the A6 Sportback e-tron and Q6 e-tron. This announcement comes as the German brand hits a pivotal reset button in the U.S. market. While 2025 was a transition year defined by import hurdles and model changeovers, a massive jump in Q6 e-tron sales, which rose from 966 units in 2024 to 17,207 units in 2025, as availability improved, was a strong sign of where demand currently sits. For 2027, the big news is inside the cabin. Audi is overhauling the "Digital Stage" with a much friendlier MMI system. Instead of digging through dense lists of text, you’ll get clean visual tiles that feel a lot more like using your phone. They’ve even swapped app backgrounds to white so you can spot what you need faster, and the 3D car model on your screen will actually match your car’s specific paint color. The driver’s view is getting a "less is more" treatment, too. The virtual cockpit now offers three simple views you can toggle from the wheel: classic gauges, a big map, or a dedicated safety-tech view. Best of all, Audi, like several automakers, has listened to feedback from customers and ditched the touch-sensitive steering wheel sliders. They’re bringing back physical buttons and a scroll wheel for volume and menus. <- Gallery -> Safety and convenience are also getting a boost with a new integrated 4K dashcam tucked behind the rearview mirror that keeps everything local to an SD card; no data gets sent to the cloud. On the road, you’ll notice a more natural "one-pedal" driving mode that can bring you to a full stop without you even touching the brake pedal. And if you’re waiting at a charger, the new "Power Nap" mode coordinates the lights, climate, and seats to help you actually relax. The performance-focused S6 Sportback e-tron introduces a "Dynamic Plus" mode for sharper handling and more aggressive power delivery. Parking is getting easier, too, with a system that can remember five different complex maneuvers on your private property or even reverse out of a tight spot automatically. Expected in showrooms by Q2 2026, the A6 Sportback e-tron starts at $66,700 and the Q6 e-tron at $64,500. The S6 and SQ6 variants will set you back at $79,600 and $73,200, respectively. View All Audis for Sale Images: Audi

A red 2025 Audi RS e-tron GT Performance electric sports car is parked on a dirt road under a clear blue sky, with utility poles and wires in the background.

By Michael Van Runkle – November 23, 2025

Review: 2025 Audi RS e-tron GT Performance

New 912-HP Electric Sedan Truly Takes on the Porsche Taycan Hammering launch control in Audi’s new RS e-tron GT Performance chirps the tires for a microsecond, before unleashing an unbelievable onslaught of acceleration that builds and builds into triple-digit speeds with ease. Ripping through mountain roads, the four-door sedan can also corner with the best sports cars on the planet thanks to an impeccable new adaptive suspension system and quintessential Quattro all-wheel drive. The only clue to the mass of the Performance’s electric powertrain emerges whenever I slammed hard on the brakes, which overwhelms the tires due to battery weight and quickly brought on the shudder of ABS pulses. The new Performance trim of the RS e-tron GT deserved a few rounds of hard canyon carving over my week-long loan, if only to explore the massive step up in power from 637 hp previously (with overboost) to a new peak of 912 hp from dual electric motors. In fact, it’s the most powerful Audi ever – and by a long shot. Increased battery capacity, now up to 105 kilowatt-hours, still allows for a range of 278 miles despite the power gains. And yet, as with so many EVs, maintaining that range forced the Performance to tip the scales well above 5,000 pounds. Perhaps the most impressive part about the Performance is how well Audi camouflages that weight using a new dual-chamber and dual-valve adaptive air suspension system to impart a strong sense of agility. Of course, 912 horsepower helps by delivering the kind of brutal gut punch – really, at any speed – formerly reserved for seven-figure supercars. Activating launch control off the line requires selecting RS Performance mode, then turning traction control fully off. Push the brake pedal all the way to the floor, then the accelerator, and for a few seconds the whole car then seems to hunker down like a cheetah waiting to pounce before unleashing so much power. Audi claims a 0-60 time of just 2.4 seconds, but by the seat of my pants, the Performance felt even quicker. A serious set of massive carbon-ceramic brakes (optional as part of the Dynamic Plus Package for $11,000) easily hauls down that speed, with barely perceptible modulation between 400 kilowatts of regen and more traditional friction braking. In fact, even with the tires fully warmed up on a hot day, I found the 420-mm and 410-mm front and rear rotors can easily overwhelm traction of the EV-specific Pirelli P-Zero NFO Elect tires. A car with this much power, with such great handling despite so much weight, truly deserves more performance-oriented tires—Michelin Pilot Sports sure seem worthy. Audi ensured the Performance trim prioritizes handling just as much as straightline starting and stopping, and the steering seems borrowed directly from the RS e-tron GT’s Porsche Taycan sibling. So dialed in and precise, with just enough resistance to cornering from the thin-rimmed “squircle” steering wheel, which firms up predictably in more aggressive modes. I strongly suspect that lessons learned on this car may well have trickled down to lower-spec models, including the recently unveiled A5 and Q5 that improved significantly on previous Audis’ typically lightweight and numb steering. There’s no “Catch-22” here, either: The sheer pace and handling prowess never impinge on a smooth and luxurious ride. As with other Audis, and especially the electrics, this incredibly powerful sedan glides over rough roads and absorbs more bumps with aplomb, as wind or tire noise, and zero creaks or rattles intrude on the serene cockpit. The new suspension makes a huge difference, broadening the capability for the Performance to float along in Comfort mode or tighten up body roll with any of the three RS modes selected. Even rolling the windows down makes minimal noise, and amid the silent reverie, turning up the Bowers & Wilkins sound system reveals such crisp highs and deep bass that even familiar songs on my usual playlists began to sound brand-new again. I always turned down the fake powertrain sounds, though, and activated those powerful seat massagers to enter full EV bliss mode. Speaking of convenience, that suspension also enables “Elevated entry” mode, which puffs up the car by a few inches to make getting in and out a little easier for taller drivers. But that does bring up the e-tron GT’s biggest issue, a notable lack of space throughout the compact interior despite the car’s large exterior footprint. At six-foot-one I fit just fine int he front seat. But where other automakers optimize skateboard battery layouts to create more luxurious cabin configurations, the Porsche-Audi siblings do not – only a large trunk for weekend luggage or golf clubs seems fitting, but don’t expect much in the way of rear seat head or legroom here. Similarly, it’s odd that Elevated entry can almost immediately raise the entire car by up to a max of 42 millimeters (1.65 inches) but Audi still decided against a front-axle lift option. The nose of the RS e-tron GT Performance will therefore scrape on moderate driveways and drainage dips, even in the most lifted suspension setting. Luckily, the copious use of carbon-fiber trim doesn’t extend to a front splitter which might get damaged due to the lack of front-axle lift. The range of 278 miles seemed legit, too, and plenty sufficient for daily life, if not quite ideal for long road trips. I never needed to charge over a full week of daily driving and canyon carving, though of course, the inevitable urge to enjoy all those 912 horsepower with repeated romps on the throttle pedal does eat into battery charge quite rapidly. I also never noticed any power de-rating or overheating while ripping through Malibu canyons on days that climbed up to the high-80s, weather conditions which typically frustrate other high-performance electrics. Plus, the peak charge rate for the Performance increases to 320 kilowatts, which Audi claims will allow for a 10-80% fast charge in just 18 minutes. I do prefer the Audi design versus the smoother and less futuristic Porsche Taycan, for all but the rear end (other than the Taycan Cross Turismo wagon, anyway). And the interior is more quintessential Audi, with sculptural design elements throughout from the door pulls to the dash trim. A carbon-fiber roof rather than panoramic glass helps to keep the interior cooler—pun intended—but some of the forged carbon-fiber trim might go a little overboard, dropping the restrained German aesthetic in favor of more flashy bits on the mirrors, side sills, front and rear aero inlets, and especially the wide dash. The Forged Carbon Package on this press loaner contributed $8,400 to a $190,690 MSRP, up from $167,000 to start. It also includes the 21-inch wheels in addition to the miracle material, but probably matters less than the Dynamic Plus Package that adds the active suspension and carbon-ceramic brakes. To my eye, the piano-black plastic of the center console also should be in carbon or at least brushed metal, since it gets dirty quickly and stands out as looking much cheaper than the rest of the cockpit. And I’d spec my RS e-tron GT Performance in any color other than this Progressive Red Metallic paintjob, for a restrained daily driver that can easily double as an absolute screamer when the time comes. A silent screamer, that is. View All Audi RS eTron GTs For Sale Images: Michael Van Runkle

The sleek black Audi RS e-tron GT, known for its quickest accelerating performance, is parked in a rooftop lot at sunset.

By Tyler Rampersaud – November 21, 2024

New Audi RS e-tron GT Performance Is Audi's Quickest Acce...

Audi’s new electric flagship is its quickest car yet. Recently, Audi expanded its e-tron GT family, adding the new RS e-tron GT performance variant, which takes the title of Audi’s most powerful roadgoing production model yet. With 912 horsepower going to all four wheels with near-instantaneous electric torque, the new Audi RS e-tron GT is a high-performance machine the likes of which has yet to wear an Audi badge. However, the new Audi RS e-tron GT performance has another crowning achievement to its name, as its radically quick 0-60 acceleration time makes it the quickest-accelerating production model that Audi has ever produced. Rocketing to 60 mph from a standstill in just 2.4 seconds with launch control, the new Audi RS e-tron GT is not only Audi’s fastest accelerating production model, but one of the fastest accelerating production cars in the world. In an echelon of performance with hypercars and some of the world’s most uncompromising performance cars, the Audi RS e-tron GT is especially impressive thanks to it boasting its incredible 912 horsepower, and getting from 0-60 in less than 2.5 seconds as a four-door grand tourer. Starting at an MSRP of $167,000, the new flagship all-electric high-performance Audi RS e-tron GT performance is available to order through US Audi retailers now, and its introduction marks a new era of Audi performance. View All Audi RS e-tron GT For Sale Image Source: Audi

By Tyler Rampersaud – April 16, 2024

Audi & Ducati Developers Swap e-tron GT Prototype & Panig...

Audi and Ducati experience each others approach to thrilling performance. Both Audi and Ducati represent excellence in their respective realms: luxury performance cars and high-performance motorcycles, and the new Audi e-tron GT prototype and Ducati Panigale V4 R are each excellent examples of the work of each manufacturer. The e-tron GT shows off Audi’s ability to create a luxurious, engaging, driver-focused grand tourer with an all-electric powertrain, while Ducati’s Panigale V4 R shows off the Italian manufacturer’s racing-derived performance bike prowess. Both vehicles feature elegance, style, and performance, and two people with intimate knowledge of each: Jaan Mattes Reiling, Audi’s Technical Project Manager, and Alessandro Valia, Ducati’s Chief Test Rider & Developer, decided to swap vehicles, with the Audi developer experiencing the motorbike, and Ducati’s getting behind the wheel of the grand touring EV. The experience was great for both, as each vehicle displayed everyday usability, variable driving modes, agility, and thrilling performance. While the motorbike inherently allows the rider to have more control and influence, both cars are dynamic and offer an engaging experience, being purpose-built to do exactly that. Whether its with four wheels or two, as a motorcycle or in a luxurious four-door grand tourer, enthusiasts crave the thrill of engaging, connected driving and power they can feel, and in quite different ways (electric mobility and lightweight combustion engine power), the Audi e-tron GT prototype and the Ducati Panigale V4 R both deliver elegant luxury performance and unmistakable driving thrill. View All Audi e-tron GTs For Sale Image Source: Audi

By Tyler Rampersaud – September 13, 2023

Audi Unveils Limited-Edition RS e-tron GT Ice Race

The car fuses electrifying performance with unmatched customization as the brand celebrates 40 years of Audi Sport GmbH. Car enthusiasts and Audi aficionados rejoice, Audi Sport GmbH is marking its 40th anniversary with something electric. It's the Audi RS e-tron GT Ice Race Edition—a limited release of just 99 units in Europe. With a 590-horsepower power output and an ice-race-inspired design, this is not your typical electric car. This electrifying machine draws inspiration from the GP Ice Race in Austria, mirroring the color palette of winter wonderlands right from its Florett silver metallic exterior to the lavish interior. The black carbon roof and striking foil wrap give it an undeniable allure, further highlighted by accents of silver, white, and a dash of purple—evoking images of snow crystals, ice lakes, and ski goggle tints. The cabin greets you with diamond silver leather seat panels, contrasted by black leather sections and punctuated by purple stitching. Audi has dialed up its three-decade customization expertise to align the interior with the exterior’s snowy inspiration. To top it off, the steering wheel features diamond silver markings at the twelve o'clock position, reminiscent of racing cars. Another impressive aspect of this limited edition luxury performance EV is its electric performance and efficiency. The RS e-tron GT Ice Race Edition is equipped with a fast DC charging capacity of up to 270 kW, with the ability to get over 60 miles of drive range with just five minutes of charging. Audi ensures that you can take advantage of more than 500,000 public charging points across Europe, making it as functional as it is breathtaking. Adding to the exclusivity, the digital experience inside the car hasn’t been left behind. Audi’s MMI display will feature bespoke background images corresponding to the Ice Race Edition theme. Even the unique serial number of your limited-edition unit will be digitally displayed, a first for the brand. This isn't just a new limited edition car; it's a celebration of Audi's journey since the inception of quattro GmbH in 1983 to today’s Audi Sport GmbH. From office packages in the first-gen Audi A8 to the current cutting-edge individualizations on the production line, Audi’s customization offerings have come a long way. As for what the future holds, Audi seems keen on combining classical features with virtual immersion for more intense driving experiences. View All Audi RS e-tron GTs For Sale Image Source: Audi

By Tyler Rampersaud – August 03, 2023

The New 2024 Audi SQ8 e-tron Is A 496HP Luxury Electric SUV

Unleashing 496 hp, the 2024 Audi SQ8 e-tron redefines performance and agility, blending luxury, and cutting-edge electric technology.

By Gabriel Vega – March 22, 2023

2022 Audi Q4 Sportback e-tron Review: Premium City Crawler

It's stylish, comfortable, and ideal for crowded cities.

2023 audi rs e tron gt project 513 2.jpg

By Gabriel Vega – March 15, 2023

Audi Unveils Limited US-Only RS e-tron GT Wearing Prototy...

Audi plans to build just 75 cars.

By Tyler Rampersaud – November 09, 2022

The New Audi Q8 e-tron Is The Brand's Flagship Electric SUV

Audi’s debut electric SUV is refreshed and renamed. It’s already been four years since 2018 when the Audi e-tron SUV firmly brought the luxury electric mobility world an offering from the four rings. Since then, it’s served as an aspirational standard in the luxury electric SUV space, with its competent driving characteristics and ample luxury appointments and amenities. As Audi looks to transition its entire brand lineup to feature electric vehicles, the e-tron has been renamed for its new generation to the Audi Q8 e-tron, offered both as an SUV and as a Sportback model, and it helps Audi along its journey from going to 8 electric models currently, to over 20 by 2026. MUST READ: Audi Group Enjoys Financial Success In Q3 2022 Despite Supply Bottlenecks The new Audi Q8 e-tron positions itself as Audi’s flagship electric SUV, and it’s offered with 3 drivetrains for both body styles: 50, 55, and SQ8 e-tron. Both the 50 and 55 feature dual-motor all-wheel drive, with the 50 producing up to 335 horsepower, the 55 producing up to 402 horsepower, and the SQ8 with a three-motor system producing up to 496 horsepower. Audi also says that the new model features higher battery capacity than its predecessor, as well as increased luxury, more sustainable design with a net carbon-neutral certification in Europe and the United States, and more versatility and options than before, the new Audi Q8 e-tron is coming next year to shake up the electric luxury SUV space yet again. View All Audi e-trons For Sale Source: Audi

By Gabriel Vega – July 05, 2022

2022 Audi e-tron GT Review: Electric Grand Touring Done R...

We're often overly consumed with range figures and charging times when talking about electric cars, especially online. I can't remember the last time I thought about how far a gas-powered vehicle could go. There's a good reason for this. We can't just top up an EV in a minute and be set for hours again. However, EVs are at a point where you can forget about range anxiety. On average, Americans drive about 29 miles per day, meaning that any electric car with at least 200 miles of range is suitable for a week of commuting. I bring this up at the top of the review for a good reason. The car I've been testing this week is a 2022 Audi e-tron GT. On paper, its EPA estimated 238 miles of range lag behind crucial competitors, especially new EV startups such as Rivian or Lucid. This is important as Audi claims it is its first electric grand tourer. However, aside from munching miles, the e-tron GT best delivers a driving experience that feels expensive. With an as-tested price of $118,740, it certainly needs to. Combine that with the best looks in the business, a cabin covered in premium materials, and you get not just one of the best EVs I've ever driven but one of my favorite cars, full stop. View All Audi e-tron GTs For Sale 2022 Audi e-tron GT Styling As much as I enjoy racking up miles in a six-figure Audi, I loved staring at it whenever I stopped for food or a charge. I'll be the first to admit that the e-tron GT's front end wasn't love at first sight. The gloss black trim in the front seemed more like a mouthguard than anything else. However, I was sold as soon as I saw my tester's Tactical Green metallic paint and how well it contrasted against the black. From there, you get 20-inch five-spoke wheels that are about an inch too small but still look quite elegant. Aldo Read: 2022 Hennessey VelociRaptor Review: Just The Right Amount Of Excess As your eye makes its way to the rear, you'll notice more glossy black on the roof and a sloping roofline towards the rear. The central part of the show, however, is this car's hips. I know we walk about cars with widened arches, but the e-tron manages to widen towards the rear elegantly. With not a sharp crease anywhere in sight, the e-tron looks sleek and elegant. A personal highlight is the wrap-around tail lights that seemingly hug its rear arches. Not only do they have an exciting light signature, but they help to widen the car visually. It also helps that they make a quirky dance as soon as you unlock the thing. I will add a caveat that the e-tron GT's good looks depend mainly on its color. Stick to a more executive-friendly shade of white, black, or silver, and you'll lose the magic sauce. This car is best suited for fun colors, of which Audi has plenty. If it were my money, Tango Red or Ascari Blue would be the best ways to go. 2022 Audi e-tron GT Performance/Handling It's easy to look at the photos of this Tactical Green e-tron GT and forget that it's technically the base model. Audi makes a hotter RS version for an additional $40,000. However, after spending time in both, it's hard to justify recommending the range-topping variant. It all comes down to the fact that the "base" e-tron GT is still wicked fast. It develops 469 horsepower and 464 foot-pounds of torque. With "Boost Mode" engaged, it'll pump out up to 522 hp for brief periods. Flat out, it'll hit 60 mph in 3.9 seconds before continuing to a top speed of 152 mph. Sure, the RS is still relatively faster on paper, with 590 hp and 612 lb-ft of torque on tap and a run to 60 mph of 3.1 seconds. However, these differences aren't as significant as they seem in the real world. Around town, the e-tron GT and the RS model feel evenly matched, darting from stop lights and quickly dicing up traffic. The main differences come as you haul them well past the speed limit on a canyon road. For daily commuting, those $40,000 are better spent elsewhere. Unlike many other EVs, the e-tron GT has a two-speed transmission. This may not seem like a big deal, but it solves one of the biggest gripes of the current crop of EVs. Electric cars are quick off the line that we know. However, once you're at speed, they don't pick up the pace nearly as fast. This transmission solves that. The e-tron GT rockets forward, no matter the speed, making it feel faster than its figures would suggest in the real world. More Luxury Car Reviews When you show it some corners, the e-tron GT is more than willing to play. Its excellent handling prowess comes largely down to the fact that it has Porsche DNA. This "base" GT is equivalent to a Taycan 4S, meaning it may look like an Audi, but it handles vaguely like a Porsche. I say vaguely because it's sprung softer than its electric sibling. Sure, its limits aren't relatively as high on the canyons as it tends to roll a bit and understeer a lot. But around town, the e-tron is undoubtedly the more comfortable of the two and the one I'd personally pick to get into every day. So we know it's properly fast and it handles well, but the e-tron is not without fault. The two significant downsides of this car are its steering and its brakes. On the steering front, it's very Audi in the sense that while it's quick and direct, it lacks any feeling whatsoever. The first sign you're beginning to understeer will come from the noise you hear as the tires squeal, not communicative steering. The brakes are the opposite. The pedal feel is quite decent, and they're easy to modulate. The problem is that there just isn't enough braking power, especially in a car that weighs as much as a three-row SUV. 2022 Audi e-tron GT Range/Charging The e-tron GT has a bit of an ace up its sleeve in the range department. According to the EPA estimate, this car should be able to cover 238 miles on a full charge. However, during a road trip from Los Angeles to San Diego, I easily managed to squeeze over 250 miles. Speaking with other colleagues, their experience has largely been similar, so it seems those official figures are pretty conservative. Once you do need to stop and charge, however, it'll happen quickly. The e-tron GT has a 93 kWh battery pack and an 800-volt architecture. In short, this means that the GT should be able to keep up as charging speeds increase over the coming years. For now, it can charge up to 270 kW, giving you about 120 miles of range in 10 minutes or about 80 percent charge in a little over 20 minutes. In my experience driving it around Los Angeles, finding chargers wasn't a problem, and it seems Electrify America has made considerable strides in figuring out how to make its chargers work properly. 2022 Audi e-tron GT Interior/Tech Inside, the Audi e-tron GT is like a regular car. I highlight that it isn't trying to be overly futuristic. You won't find fixed air vents like on the Taycan or an omission of all physical buttons. I can't praise Audi enough for sticking to a standard cabin with this car. Everything is where you'd expect it to be and is easy to operate. In front of the driver, there's a 12.3-in digital instrument cluster supplemented by a 10.1-in screen in the dashboard. Audi's cluster is easily one of my favorites, the graphics are excellent, and all the information you could ever want is easily accessible and readable at a glance. Check Out: 2022 Maserati MC20 Review: A Fresh Take On A Winning Formula Up front, you get 14-way adjustable seats as standard with both cooling and heating. If you opt for the full leather interior option like my tester, you even get a massage option. These chairs were fantastic over my long drive down south, supporting my back in all the right places and delivering endless comfort. The same goes for the rest of the cabin. It's hushed on the highway. That is until you put your foot down and get Audi's added acceleration noise. It comes in smoothly, so it doesn't disrupt the overall comfort of the interior. 2022 Audi e-tron GT Pricing So it looks good, drives well, and is a luxurious place to be. As you might imagine, all of that comes at a cost, and the e-tron GT does, starting at $100,945, including a $1,045 destination charge. As tested, the car I've been driving comes in at $118,740 thanks to options such as the Performance Package for $6,000, Full Leather Interior for $4,000, and Prestige Package for $7,200. After spending a week behind the wheel, it's clear that this car delivers a driving experience fitting its price tag. At every turn, the e-tron GT feels expensive. However, my biggest recurring thought was how little I missed the RS. That as-tested price is still $40,000 below an equivalent RS; from where I'm standing, I can't justify it. Closing Thoughts The Audi e-tron GT is a car that nails the basics of what makes a great grand tourer. It's comfortable, fast, and wonderful to look at. However, it doesn't fall flat on its face once you take it up a canyon road. It's more than a willing dance partner through the corners. While it may be softer than its Porsche sibling, it's more comfortable around town. Couple that with a world-class interior, and you get an EV that may not be the best on paper but might be in the real world where it truly matters. View All Audi e-tron GTs For Sale

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