My first exposure to a fast Volkswagen Audi Group (VAG) product was back in September 2014, when I drove the then new 991.1 Porsche GT3 in Las Vegas. To describe it as intoxicating didn’t even come close to what I felt at the time. 

Since then, I’ve driven or ridden in other high-performance VAG cars, such as the original Audi R8, Volkswagen Golf R and ID.4 GTX. But none of them were violent in acceleration nor relentless in how they piled on speed. None, until this Audi e-tron GT. 

To say I didn’t exclaim in utter shock and amazement at just how rapid it was when the throttle was fully depressed is an understatement. And after a weekend with this electric jackrabbit, I have yet to look at speed the same way again. 

Still Evergreen

Having been on sale since 2021, the e-tron GT is a tad old by automotive standards. Audi, however, isn’t one to rest on their laurels, and there are some little tweaks and improvements done with every model year for a more cohesive package overall.

A sleek front fascia bears Ingolstadt’s current design language, with those unmistakable headlights. I’ve said this before and I’ll say it again, how Audi’s headlights look truly reminds me of tribal war paint, imprinting that distinct light pattern.

The svelte lines running down the side converge into the low-slung roofline that melds the sleek front with the sloping rear, culminating into something resembling an upturned Nike Swoosh. A simple yet elegant design, but one with nuance that slowly becomes evident the more you look at it. 

All said, there is nothing outdated about the e-tron GT’s appearance. It still looks modern, slightly futuristic, and very capable of attracting attention. Even in this muted shade of Daytona Grey, it never failed to draw curious stares from onlookers.

Like Greased Lightning

“Fast as lightning” is self-explanatory. That may suffice for most exotics powered by internal combustion, but the e-tron GT is utterly different. To say it is as fast as lightning could be a disservice, and comparing it to greased lightning is perhaps more apt.

I’ve been aware of the e-tron GT’s prowess, having briefly ridden in one previously. Still, nothing could have prepared me for the acceleration when I switched it to Dynamic Mode and depressed the throttle fully. I immediately realised this was a completely different animal to anything I had ever driven up to that point.

For a few seconds after that initial episode, I burst out in astonished laughter. Shocked at how fast the car gained speed, how little time it took to get up to speed, how utterly stable it was at speed, and how hard my body was pushed back into the seat.

That shock and awe originates from two electric motors drawing power from a 93 kWh battery pack, transmitting power to the wheels via a two-speed gearbox. With a range of approximately 405 kilometres, it’s reassuring that the e-tron GT can recharge at a maximum of 270 kW with DC charging, or 11 kW with AC charging.

Ordinarily, these motors produce 469 bhp and 630 Nm of torque, together with a 4.5 second century sprint. That power swells to 523 bhp and 640 Nm of torque in boost mode, with 100km/h arriving in 4.1 seconds. Honestly, it feels more rapid than what Audi claims, even well into triple digits (allegedly).

But before you think the e-tron GT is a straight-line one-trick pony, au contraire. With a set of sticky Goodyear tyres measuring 265/35/R21 up front and 305/30/R21 at the back, combined with Audi’s Quattro all-wheel drive system, I will freely admit that I don’t have the skills or the guts necessary to fully exploit the car’s handling prowess.

Grip for Days

From how far I could (or dared to) push in the corners, the e-tron GT was completely unperturbed, tracing lines through fast and slow corners with unforgiving ferocity, encouraging (or goading) me to push it further and faster into each successive turn.

Going fast without being able to stop properly is pointless, so the brakes are equally prodigious as the acceleration. Even weighing 2.2 tons, the e-tron GT scrubs speed expeditiously, to the point where it actually hurts. Thankfully, the brakes are easy to modulate and are more than happy making repeated hard stops. 

Steering feel was direct and communicative, feeding information on what the front wheels were doing at every bump and camber in the road. Well weighted with the right amount of resistance, it wasn’t overly heavy for the sake of “feeling sporty”.

Despite all its focus on performance, ride quality was actually rather compliant. Except for larger expansion joints, ride quality wasn’t overly stiff or jarring, and is fairly acceptable for daily driving. Being fitted with the optional adaptive air suspension definitely had a hand in this.

Inside, Only the Driver Matters

Starting at $631,760 (prices correct at press time), some may consider the interior to be lacking. There aren’t any of the usual accoutrements like ventilated seats, natural grain leather, or a branded stereo system for aural enjoyment. I, however, would beg to differ. This is a car that is meant to be driven.

Like all modern Audis, it comes with the Virtual Cockpit and Multi Media Interface (MMI), plus a heads-up display . The only difference are the HVAC controls being physical buttons, unlike the screen in the Q8 e-tron. 

You sit low in semi-buckets seats upholstered primarily in alcantara. The seats aren’t the most comfortable, but they are supportive and grip the body well through corners. The rear bench also features pretty deep seats, and are best reserved for two passengers only as the sloped roofline really eats into headroom. 

That sloping roofline also eats into boot space, with only 405 litres of capacity. It is still fairly deep, and golf bags should fit. A small storage space under the bonnet holds an additional 85 litres, enough for some soft bags. Don’t put anything you’re not comfortable being exposed to higher temperatures up front, as it does get rather warm there.

When virtually every aspect of the car is focused towards maximum driver enjoyment, passenger welfare becomes secondary. It’s almost as if the e-tron GT was designed to be enjoyed alone, with passenger seats added merely to satisfy sales requirements.

Straight Through My Heart

How would I sum up my time with the Audi e-tron GT? Well, it’s pricey, not very practical, not the most comfortable, and neither is it the easiest car to drive with its width and long bonnet. But did I have the absolute biggest grin on my face whenever I drove it?

Every. Single. Time.

When I had the Ford Ranger on test, I described how “it left more than an impression” on me, and how I didn’t want to return it back to Ford. I felt those same emotions with the Audi e-tron GT. I genuinely didn’t want to return the car to Audi Singapore.

Handing the keys back and walking away, I turned to look at the car one last time, and began reminiscing of the enthralling weekend I had with such an automotive marvel, one of only two cars to date that have fully captivated my heart.

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