Audi e-Tron GT Makes Global Debut In LA: Packs Mighty Punch [UPDATE]

NOV 29 2018 BY MARK KANE 124

Makes us drool.

***UPDATE: Live image gallery of the Audi e-Tron GT now featured below.

Audi brings to the 2018 Los Angeles Auto Show its all-new concept electric car – the Audi e-tron GT concept, which has tech developed in close collaboration with Porsche.

The four-door Gran Turismo represents the future of electric performance for the brand. The e-tron GT is scheduled for production in volume form in late 2020, as a third e-tron model, following the Audi e-tron SUV, and upcoming, new Audi e-tron Sportback (in 2019).

Audi E-Tron GT Versus Tesla Model S: By The Numbers

As Audi decided to introduce 12 all-electric cars by 2025, and the first three will be on the market by the end of 2020, the next 9 need to be introduced in five years, which means one new electric car every six months, on average.

The Audi e-tron GT, as a four-door coupe, could become a direct competitor of the Tesla Model S.

The e-tron GT has a flat floor architecture with a 90 kWh battery that takes the entire underfloor area between the axles. The range is expected to be over 400 km (almost 250 miles) under WLTP test cycle. Not only the battery, but also a lightweight body was key to achieving long-range. Audi manufactured the body using a multi-material construction: roof section made from carbon along with numerous aluminum components and supporting elements made from high-strength steel.

Audi e-tron GT concept

On the powertrain side, Audi decided to use one motor per axle (permanently excited synchronous motors) to achieve all-wheel drive with torque vectoring and high-power regenerative braking. Peak power output is 434 kW, which should enable the production version to go 0-100 km/h (62 mph) in 3.5 seconds.

For sure Porsche’s input to the e-tron GT can be seen in the charging capability as the 800 V battery system offers to replenish the battery capacity up to 80% in 20 minutes.

Audi e-tron GT concept:

  • 90 kWh battery
  • over 400 km (248.5 miles) of range (WLTP)
  • dual motor (PMSM) all-wheel drive with torque vectoring
  • system output: 434 kW (590 hp)
  • 0-100 km/h (62 mph) in about 3.5 seconds
  • 0-200 km/h (124 mph) in over 12 seconds
  • top speed of 240 km/h (149 mph)
  • 800 V battery system voltage
  • fast charging: 0-80% in 20-minutes
  • wireless charging at 11 kW
  • 450 liters of luggage capacity plus extra 100 liters under the hood
  • 4.96-meter length, 1.96-meter width and 1.38-meter height

Additional high-resolution Audi e-tron GT images here

19 photos
Audi e-tron GT concept
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Press blast:

New star in the movie capital – the Audi e-tron GT concept makes debut at Los Angeles Auto Show

  • Fully electric Audi e-tron GT concept makes global debut at Los Angeles Auto Show
  • Four door Gran Turismo represents future of electric performance for the brand
  • Volume production starts in late 2020

INGOLSTADT/LOS ANGELES, November 28, 2018 – Audi e-tron, the third: The brand with the
four rings is presenting one of the stars of the 2018 Auto Show in the movie capital Los Angeles. With the electric powered Audi e-tron GT concept a four-door coupe is making its debut as a show car. The volume-production counterpart is set to follow in approximately two years

The next electric Audi is being launched, following in the footsteps of the Audi e-tron SUV and the Audi e‑tron Sportback slated for 2019. This time with a flat-floor architecture that provides for exciting proportions and a low center of gravity. 434 kW (590 horsepower) ensure performance fit for a sports car. The torque is transferred to the wheels via the quattro permanent all-wheel drive with torque vectoring, as you would expect for such a dynamic Audi. The performance subsidiary Audi Sport GmbH is responsible for subsequently transforming the car into a volume-production model.

Inspiration drawn from the wind tunnel: design and body

Flat, wide and with a long wheelbase – those are the proportions of a classic Gran Turismo. And the Audi e‑tron GT concept reflects these with its 4.96-meter (16.3 ft) length, 1.96-meter
(6.4 ft) width and 1.38‑meter (4.5 ft) height. The lightweight body of the four-door coupe is manufactured using a multi-material construction. Here you have a roof section made from carbon along with numerous aluminum components and supporting elements made from high-strength steel. The technology for this automobile was developed in close collaboration with Porsche. Design and character are packed full of unmistakable Audi DNA.

The gently sloping roofline of the e-tron GT concept that extends well into the rear echoes the sportback layout that is the hallmark of the brand. This is however clearly taken forward into the future, pointing the way to the next evolutionary stage of the Audi design language. The cabin that tapers strongly toward the rear stands out compared with current Audi models. Wheel arches and shoulders are sculpted emphatically and, together with the flat floor that is unusual for an electric vehicle, visually underlines the low center of gravity and the dynamic potential of the Audi e-tron GT concept.

The broad lines and the numerous functional elements of the body as well as the air vents of the wheel arches and the solid rear diffuser emphasize its origins in the wind tunnel. A low drag coefficient that reduces fuel consumption and the low uplift visually characterize the design.

The sill area between the wheel arches has been drawn way outwards, creating a distinctive contrast with the cabin. The sill draws the eye to the underfloor area where the battery and thus the energy center of the Audi e-tron GT concept are located. The design of the wheels with their five twin spokes is also visibly aligned to their function. Their dynamic design provides optimum ventilation of the brake disks while also reducing drag. Shod with 285/30 size tires, the 22-inch wheels also make a clear statement when seen from the side.

The hallmark Audi Singleframe is located in the center of the front section. Compared with the two e-tron SUVs its architecture is much more horizontal. The top half comes with a cover painted in body color. Its surface structure is reminiscent of the typical honeycomb pattern of the grille on the Audi RS models – a visual signal which characterizes the Audi e-tron GT concept as a future product of Audi Sport GmbH.

Together with the targeted airflow of the body, large air inlets in the front effectively cool the assemblies, battery and brakes. The hood with its airflow on the surface echoes the brand’s two latest show cars, the Aicon and the PB18 e-tron. It is designed in such a way that the airflow hugs the body, thus reducing undesired swirl.

The arrow-shaped front section also emphasizes the matrix LED headlights with laser high beam, underscoring the dynamic presence of the Audi e-tron GT concept even while stationary. As already seen with the brand’s current Visions vehicles, the light is also animated here and welcomes the driver with a short function sequence, the wave of light that extends horizontally: a new visual signature that is set to find its way into volume production in future.

A light strip runs across the entire width of the rear. This strip dissipates at the outer edges, in the actual lighting units, into individual wedge-shaped LED segments. This architecture links the e-tron GT with the volume-production SUV e-tron, making both instantly recognizable even in the dark as Audi electric automobiles.

The new exterior color kinetic dust – a warm, dark color akin to titanium – comes across as practical without being ‘technoid’ standoffish. Depending on the incidence and movement of the light, it provides significant contrast between the body surfaces. Matte, warm-tinted aluminum elements on the window slot trim and rims emphasize these effects even further.

Sustainable contemporary feel: the interior

Four doors, four seats with 2.90 meters (9.5 ft) wheelbase – in the interior the Audi e‑tron GT concept provides a large dose of everyday usability, coupled with a superb quality feel. The functional center of the interior is located at the front left, visibly focused on the driver’s seat. The center console, the large touchscreen in the top section and the line from the door rail and cockpit frame the driver’s workplace, perfectly incorporate the driver ergonomically with the controls and the infotainment of the Audi e‑tron GT. The center console and the freestanding instrument cluster seem to float. Light colors in the top section of the cockpit and the gradually darker gradation through to the floor area create the impression of clear width. Sport seats inspired by motor racing in both rows of seats provide optimum lateral support even while cornering at speed.

Both the screen of the central instrument and the touchscreen above the center console come with a black-panel look finish. They underscore the large, calm design of the interior with its predominantly horizontal basic architecture. Various layouts are available for the monitors to present the functions depending on the driver’s preference, including virtual instrument dials, easy-to-read navigation maps with information on the range, or various infotainment function menus. They are controlled via the touchscreen with tactile feedback.

With the concept car the designers have deliberately gone for the consistent use of sustainable materials – a clear statement of contemporary automotive design. Animal-based products are not used at all: the Audi e‑tron GT concept comes with a vegan interior. Sophisticated, synthetic leather is used on the seats and other trim surfaces. Fabrics made from recycled fibers are used on the seat cushions as well as the armrests and on the center console. Microfiber material adorns the headlining and the trim of the window pillars. Even the deep-pile floor carpet is made from sustainable Econyl yarn, a recycled fiber made from used fishing nets.

With two luggage compartments, the Audi e-tron GT concept offers a great many options for a Gran Turismo. Here it makes full use of its concept advantage as an electric automobile with compact drive units. The rear with its large tailgate offers up to 450 liters (15.9 cu ft) of luggage capacity. Under the hood there is an extra 100 liters (3.5 cu ft) of capacity.

Performance and range: the drive

434 kilowatts (590 horsepower) system power – that is an impressive figure for the potential of the all-electric drive. Separate electric motors are fitted to the front and rear axles. In both cases these are permanently excited synchronous motors. They put down the torque onto the road via all four driven wheels – naturally the new Audi e-tron GT concept is also a genuine quattro. An electric quattro to be precise, since there is no mechanical link between the front and rear axle. The electronic control system coordinates the drive between the axles as well as between left and right wheels. That means optimum traction and just the desired amount of slip.

In future, the vehicle should accelerate from 0 to 100 km/h (0-62.1 mph) in around 3.5 seconds before going on to 200 km/h (124.3 mph) in just over 12 seconds. The top speed is regulated at 240 km/h (149.1 mph) to maximize the range. One feature that not all the competition can match is the option of fully utilizing the drive’s acceleration potential several times in succession. While elsewhere the drive is switched to overdrive for thermal considerations, the Audi e-tron GT concept can provide the driver with the full potential of both motors and the battery thanks to its sophisticated cooling strategy.

The range of the concept car will be over 400 kilometers (248.5 mi), determined according to the new WLTP standard. The required drive energy comes from a lithium-ion battery with an energy content of more than 90 kWh, which takes up the entire underfloor area between the front and rear axle with its flat design. The decisive advantage of this design is the car’s extremely low center of gravity – comparable with that of the Audi R8 – which in turn decisively benefits dynamic handling. All-wheel steering translates this into a perfect synthesis of sports car-like agility and precision, augmented by superb directional stability.

The recuperation system increases the range by up to 30 percent on Audi electric vehicles – this is essential even with such a sporty car as the Audi e-tron GT concept. The recuperation involves both the two electric motors and the electrohydraulically integrated brake control system. Different recuperation modes are combined: manual coasting recuperation using the shift paddles, automatic coasting recuperation via the predictive efficiency assist, and brake recuperation with smooth transition between electric and hydraulic deceleration. Up to 0.3 g, the Audi e-tron GT concept recuperates energy solely via the electric motors, without using the conventional brake – that covers over 90 percent of all decelerations. As a result, energy is fed back to the battery in practically all normal braking maneuvers. The wheel brakes are involved only when the driver decelerates by more than 0.3 g using the brake pedal. The Audi e-tron GT concept features high-performance ceramic disks which also operate with multiple extreme decelerations without compromising braking performance.

Reduces charging times: 800-volt charging system

The battery in the Audi e-tron GT concept can be charged in several ways: using a cable which is connected behind the flap in the left front wing, or by means of contactless induction with Audi Wireless Charging. Here a charging pad with integral coil is installed permanently on the floor where the car is to be parked, and connected to the power supply. The alternating magnetic field induces an alternating voltage in the secondary coil fitted in the floor of the car, across the air gap. With a charging output of 11 kW the Audi e-tron GT concept can be fully charged conveniently overnight.

Wired charging is much faster as the four-door coupé is fitted with an 800-volt system. This substantially reduces charging times compared with conventional systems that are currently in use. Thus it takes around 20 minutes to recharge the battery to 80 percent of its capacity, once again providing a range of more than 320 kilometers (198.8 mi) (WLTP). The e-tron GT concept can, however, also be recharged at charging points with lower voltages, providing the driver with access to the entire charging network.

Audi: electric offensive continues

The brand with the four rings launched its electric offensive with the world premiere of the all-electric SUV Audi e-tron in September 2018. By 2025 Audi will offer twelve automobiles with all-electric drive in the most important markets worldwide and achieve roughly one-third of its sales with electrified models. The SUVs within this portfolio include the Audi e-tron and the Audi e-tron Sportback due to make its debut in 2019. In addition, there will be a range of models with classic body layout such as avant and sportback. The range will cover every relevant market segment from the compact to the full-size class.

The Audi e-tron GT concept show car, a highly dynamic coupe with a low floor, is debuting at the Los Angeles Auto Show 2018. The technology in this automobile was developed in collaboration with Porsche; the design and character of the e-tron GT concept are packed full of unmistakable Audi DNA. The project will be developed into volume-production models by the end of 2020. Initial deliveries will be made to customers in early 2021.

Another joint project of the development departments at Audi and Porsche is the Premium Platform Electric (PPE). It will be the foundation for multiple Audi model families with all-electric drive covering the high-volume B through D segments.

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124 Comments on "Audi e-Tron GT Makes Global Debut In LA: Packs Mighty Punch [UPDATE]"

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Audi nailed it.

With a concept which is 2 years behind its competition

The charging speed is the only thing from your list that is really unique to this (and its Porsche cousin).

The performance specs are decent, but behind Tesla. The interior is surely good — but I’m sure Jaguar, Mercedes etc. can match it. The specific combination of decent specs and premium interior might be unique for the time being I guess, if discounting much more expensive niche offerings such as Rimac…

Why the downvotes?? It’s the absolute truth!! The Tesla Model S P100D outperforms every single specification except charging speed and wireless charging. The interior is up for debate. I really like the Tesla interiors – no massive mess of buttons and knobs. Clean, simple and efficient, like the vehicle itself.

Trolls downvote any suggestion that a Tesla competitor may not be quite as special as it’s made out to be.

Ya think.

The importent thing is the race track Performance, with a 100.000 sport car I also want to drive on the race track.

The comment I was replying to (which got deleted) didn’t mention race track performance. Instead it listed a bunch of “unique” specs of the e-tron GT that mostly weren’t unique at all.

I’m not surprised about the downvotes. In isolation (with the comment I was actually replying to deleted), it looks as if I was bashing the car and/or the article, which I wasn’t.

As I said before, it’s really annoying that when comments get deleted, there is no indication of that at all, making replies look really weird….

There were a lot of downvotes before the the comment was deleted. My detailed comment below is also strange now that the comment we were responding to is gone.

Every 2020 Tesla

Nobody is going to shut up, particularly coming from you, who is clearly behind the times. The Tesla Model S P100D: ~ first deliveries in September of 2016 ~ all-wheel drive with torque vectoring ~ 0-60 in 2.5 seconds ~ quarter mile in under 11 seconds ~ speed limited to 155 mph ~ luxury build quality (safest production vehicle ever tested in the USA) ~ gets 315 miles combined on the EPA cycle with a 100kWh pack ~ the most advanced production self-driving capabilities available in the USA The Tesla Model S 100D (non-performance version) has all of the same features, except: ~ first deliveries in Summer 2017 ~ 0-60 in 4.1 seconds ~ gets 335 miles combined on the EPA cycle with the 100kWh pack I’m sure that the Audi has more traditional interiors to please a wider audience, but that’s all personal taste. I much prefer the uncluttered interior of all Teslas. The Teslas charge 70% of 100kWh in 30 minutes, so that is slower, but they also have a national network of superchargers that gets more dense by the month. Wireless charging is really cool, if it can be done efficiently. Tesla doesn’t bother with it for… Read more »

I´m a BMW lover, but if Audi makes a A5 size model like this i will trade my BMW 420d for one!
3,5 sec!! I can only use the 7,1 secs of my 420d whem my wife is not in the car, and it´s amazing, i can´t imagine going under that 😉

The efficiency is pretty poor. 2.66mi/kWh on the WLTP cycle. It’ll get worse on EPA and worse again in real world…

More than 400km means more than 400km, so probably 250 miles EPA, at least.

400 km WLTP is not 250 miles EPA. Maybe 220.

But more than 400km WLTP is anything from 220 miles EPA to infinity. They just aren’t sure how much exactly and 400 is a round number.

90 kWh in a highly aerodynamic sedan (the new A4 has a cd of .23 so I expect this to be better) and permanent magnet motors should deliver more than 220 miles EPA.

They also say that charging 80% adds 320 km… Which suggest that the 400 km figure was not just rounded, but rather they really don’t expect (or at least aren’t sure) about getting any more out of it. (Which is very surprising…)

I agree, Audi should make it 4mi/kWh.

Not with 225 miles (my guess) EPA range from a 90kWh battery.
At the very minimum they need a second version with approx. 280 to 300 miles EPA.

But still: any additional choice is welcome.

At which price?

Great job, Audi. Only 10 years late to market against Tesla Model S! The next time I settle for a German car, I’ll settle for Audi!

If it comes in early 2021, that’s less than nine years after the first Model S 😛

(Though to be fair, it has better specs than the first Model S had. The superior ones came a couple years later…)

Looks awesome.
Proper as both and Audi and an EV

Meh, I’m not impressed. They took the shape of the Mission e, but reshaped the front to look more like a front-engined Audi rather than a rear-engined Porsche… The rear on the other hand mostly keeps Porsche’s shape, with just some minor design accents to resemble current Audi offerings. Neither really works for me.

It looks good but between the long hood and grille it’s still very much an ICE design.

…and yes, this is basically the Audi Taycan….

Just to clarify: the changes Audi did compared to the Mission e concept do not work for me. The Mission e itself is gorgeous!

Well, it’s a 4-seat car with a grille on the front.

I guess if they get it out into the market, it will be a start.

So many down votes for the truth.
The 911 lost the grille in 1963 and looked much better for it.

911 has grills in the rear for cooling and in both front lower corners because it’s rear engine.

Not exactly a good comparison.

The anti-Tesla types are likely reflexively downvoting any criticism of the car, whether valid or not.

Maybe VW hired a troll army? Or maybe it’s the short community.

One must wonder, because the sheer volume of downvotes, even on posts with real facts and no insults, is unheard of on this site.

On the other hand, tesdla shills attacking any other brand is nothing new

The contempt that Musk has for inferior offerings must have rubbed off.

All joking aside, you have to admit that these specs are grossly inefficient compared to a 2yr old Tesla model. However, the higher charging rates that VW group is enabling is certainly laudable, and I’m sure whatever the production model of the e-tron GT amounts to will sell well. I wish no ill will on Audi or any other automaker that decides to make a compelling EV. It’s just that, after years and years and years of hearing people saying, when the real automakers get going, they’ll be able to put Tesla to shame! Well, so far, laughably (sadly?), no, they haven’t. Straight-line acceleration (P100D) and range (100D) and efficiency (for high-performance EVs) is still owned by Tesla, hands down, with a practical 5-seater full-size sedan (Model S). The track problems have been fixed with the advances made in the Model 3 Performance. Notably, the range champion will likely be Rivian, if they produce their vehicles before Tesla produces the new Roadster. It is possible that the Taycan will outperform any production Tesla on the track, if nothing else, at least until we see what the production Roadster can do. It looks like the i-Pace, and definitely the Rivian offerings,… Read more »

911 had no grill because it was air cooled and rear engined. His grills now because of liquid cooled engine.

Correct… Cooling for more than just the engine.

The Porsche 911 has been water-cooled for many years…

Ok, is it a concept or production intent? Concepts rarely see the light of day and very rarely as conceptualised. Come on media, put the pressure on VW group and push them to differentiate concept vs production intent. If it isn’t production intent then any dates are bogus.
For such big battery these vehicles do not get very good efficiency. 90kWh and only 250mi range does not sound very impressive. Model S 75kWh battery is getting that range. Big Auto have worked hard to reduce MPG in ICE by improving aerodynamics, but when it comes to EV’s they seem to have forgotten how to do this.
Anyway, great if they can do it, we all love EVs here.

I think they made it plenty clear that it’s production-intent — though what they are showing right now is still a concept, i.e. the final product might look a bit different.

Do Not Read Between The Lines

“The range is expected to be over 400 km (almost 250 miles) under WLTP test cycle. Not only the battery, but also a lightweight body was key to achieving long-range”

If it’s a 90kWh battery it had better be comfortably over 250 miles range on WLTP.
I hope they’re lowballing it. I guess they think that charging speed will make up for it, but I wouldn’t want to be stuck on a slower DC charger.

Sounds like it suffers from the same inefficiency as the new Audi BEV SUV.

Audi would be smart to get rid of the enormous LICE era grilles on their BEVs and start optimizing the aero on their BEVs.

They are basically throwing away free AER by insisting on a LICE look, but on the positive note this BEV is still much more efficient then their LICE crap.

Unlike the SUV, this one is using more efficient permanent magnet motors, and it also mostly retains the aerodynamically optimised shape of the Mission e concept… I’m really not sure why it should have such poor efficiency. The front facia alone surely can’t explain all of it…

Taycan’s Cousin?

She’s a looker!

That is barely competitive with a 2018 Model S, doubt it will be competitive with 2022 Model S.

You definitly dont need a bigger Battery Pack with 320 kWh charging speed. The first competitor is the Taycan in 2020

What is „320 kWh charging speed“ ?

What is that space doing in front of your questionmark?
Wise guy…

It’s a valid question. Since that number doesn’t correspond to anything mentioned in the article aside from “320 km in 20 minutes” — which is not even remotely related to kWh or kW or anything like that — it’s indeed entirely unclear what he is talking about.

800V x 400A = 320kWh. Key is to find chargers that can deliver these Amps. For comparison, I think I read somewhere a Tesla model 3 can go up to 500 Amps. With a 400V battery architecture that would result in a 200kWh maximum charging speed.

You mean kW, not kWh. But the numbers aren’t right either. While 320 kW chargers have been mentioned occasionally in the past, it looks like all those actually being installed right now or in the near future are rather rated for 350 kW — which however isn’t just the simple combination of maximum voltage (up to 920 V IIRC) and maximum amperage (up to 500 A I think?)

But that’s just charger power. Going by the specs published by Audi, the actual peak power this car can take seems to be <250 kW (some 210 kW average from 0 – 80%) — which would be in line with the Porsche Taycan prototypes being spotted charging at 250 kW…

Some of the ultra fast EA chargers are actually rated for 320 kW although most are rated for 350 kW.

Really? I know they talked about 320 kW in the past; but I have been under the impression that more recently they were only mentioning 350…

Electrify America is building over 200 stations right now that can provide 400 amps at 800 volts. Over 30 of those stations are already operational. It’s no longer the station we need for faster charging, it’s cars that charge faster that we need.

Really? Where? How are they going to handle payments?

I’m not being a smart-alec… I’m seriously asking, because it would be very good to know.

Simon, it’s based on the very same platform.

What is your personal choice?

It’s the Taycan for me!

“Initial deliveries will be made to customers in early 2021.”

Still more than two years waiting.

Tesla converts are well used to 2+ year waits! 😀

About time the Model S had some serious competition!

You must be speaking from the future…

Not yet!

By the time this comes out, the Model S will have a range that is at least 50% better.

It is serious competition, but that does not imply superiority. The Model S has better performance, and vastly superior efficiency, compared to the e-tron GT. However, the GT has superior charging speeds and, for many, a more compelling interior. That’s it. It’s a compelling competitor. No more, and no less.

Also compelling look.
The Tesla look is mehhh, especially for that price.

Yes! Finally: wireless charging at 11 kW (if You don’t like it, don’t us it)

Just a few days ago, Peter Altmaier was asking the German automakers when are they going to make a car as sexy as model S. It didn’t take Audi long to respond.

Do Not Read Between The Lines

All those angles.
To me it has the same kind of busy look as a Camaro and I don’t think that’s at all attractive.

But, I’m not the target market.

Camaros are gorgeous to me! I’d never have one because with the minute windows I’d feel like I was sitting in a coffin – but I enjoy looking at them:)

The back is sexy, the Kenworth inspired grille not so much.
But if you are ashamed of driving an EV that does not need so much grille, fine by me, this is as good looking as it will get.

Aftermarket will offer a better/cleaner grill.

Poster Meat! It’s fast enough, it’s cool enough, and dawg on it people like it.
I think Toyota may be coming with a big announcement soon.
Seems to be the year for it.

The number that sticks out for me is 248 miles with a 90kWh battery. Like the Jaguar, this is very low efficiency. The Tesla S 90D gets 294 miles, and the Niro EV gets 300 miles with a 64 kWh battery.

The car looks great, though, and the fast charging is also a real plus. No price mentioned, but to compete with Tesla it will have to come in at a price no higher than the S 90D, which starts at $87,500.

Niro EV is 239 miles EPA, right?

Why wait for a copy when you can buy the original model s now!

Looks better, charges faster and if they sell it cheaper than it’s sibling the Taycan, then it’s probably cheaper than the S as well.

The future S might also be better, though. But now it’s Tesla’s turn to release a second generation S.

….excuse me while I pick up my jaw from the floor! Wow that is gorgeous!

Uhh, 90kw battery and 250 miles WLTP? This sounds like Jaguar efficiency. I don’t get it. Its not like Tesla is the only one with good efficiency, although they do it with high performance, too. GM, Nissan, and Kia are also in the 100 MPGe realm.

Very nice car, but efficiency leaves me scratching my head. 90kWh battery on a sedan and it can only manage 250 miles WLTP cycle – how many miles on EPA cycle ? With nearly 600hp, real world range would be below 200 miles EPA.

Power doesn’t affect EPA range at all, and only affects real world range if you floor it all the time.

Power demand certainly has effect on how you design a car and what you optimize it for, its resulting mass, and so the range.

Sustained power also has effect on Li Ion batteries, especially when they get older and internal resistance increases, and battery capacity at higher power drops significantly compared to low power capacity. Bjørn Nyland found it hard way when using Model X for towing.

Well, apples-to-apples with the e-tron GT, the Model S P100D gets over 300 miles with 100kWh while being optimized for 0-60 times of 2.5 seconds and quarter mile under 11 seconds. And there is a penalty for that, since the 100D gets 335 miles with the same pack and Tesla’s normal motors and power inverters. So, there is no performance excuse for the abysmal efficiency of the GT.

It is possible that the permanent magnet motors are a problem. One of the ways that Tesla gets such fantastic range out of the S and X is because the motors are induction – no magnet – and so one can be turned off, if needed. For the dual-motor S and X, the front motor has a gear ratio suited for maintaining highway speed, while the rear motor has a gear ratio suited for lower speeds and accelerating.

We don’t know whether the Audi’s gear ratios are the same or different for their front and rear motors, but we do know that they are permanent magnet motors, so there are going to be a different set of tradeoffs than with induction motors.

That’s an interesting point… While permanent magnet motors have better efficiency in most situations, they are poor at coasting — which is presumably why the dual-motor Model 3 sticks with induction for the front motor. Is this perhaps the reason why designs with two permanent magnet motors (I-Pace, e-tron GT) have such poor efficiency?…

Without more information, it seems to be the most likely culprit (or at least the biggest contributor – there could be other factors).

I do know that the reluctance rear motor of the Model 3 is very efficient, where the only permanent magnets are small ones placed at precise locations on the stator to counteract the limitations of reluctance motor operation. At least, as far as I know, the reluctance rotor operates on the same principle as the induction rotor, with no permanent magnets. I could be wrong. There was a very good article on the motor design several months ago, and I’m forgetting some of my details.

We do know that the front motor of the Model 3 is an induction motor, as you said. I think you are probably right that the front induction motor is probably coasting under certain conditions, further enabling the Model 3 efficiency. It would be great if there was an in-depth interview, or white paper, from Tesla about how the Model 3 operation is, or is not, different than the S and X.

Regarding efficiency: This is supposed to be a performance/track car. Look at the diffusers at the back and the “spoiler” at the front of the hood. Those are probably producing downforce, lowering the range.

Maybe I’m old fashioned, but I don’t think this was ever supposed to be an economical car.

You might be right, but the Model S P100D (and particularly the Model 3 Performance with Track Mode) do just as well, if not better, on the track, and get a lot more range for a given pack size.

Don’t get me wrong, this is a really good EV entry, but Tesla already beat the efficiency and performance at competitive prices.

We don’t know yet how well this will do on the track compared to Tesla’s offerings… It might very well beat them out of the park. Will have to wait and see.

I agree though that the efficiency hit seems excessive.

The Taycan probably will, but the GT specs we have now do not hint at any performance better than the current Model 3 Performance, whether straight-line acceleration, range, or track handling.

As far as I can tell, it’s just a Taycan with a somewhat restyled body… So the specs should be pretty much the same. But the specs do not tell much about track handling compared to Model 3…

True. Only time will tell about that.

This alone shows how much people here really know about cars. How in hell do you happen to know model 3 beats this or at least does just as well on the track?????

Model 3 has been tested, and does as well as the i-Pace and better than any other production EV tested on the Nurburgring. The Model S can’t do a full lap without limiting output due to pack heat.

When was that, and where can I read about it?…

On this site somewhere. I didn’t save the links.

Furthermore, the Model S P100D has a 100kWh pack and gets over 300 miles per charge (EPA) while being optimizes for 0-60 times of 2.5 seconds and quarter miles under 11 seconds. So, the performance excuse does not answer for the GT’s abysmal efficiency.

The P100D does very bad on the track. It overheates too quickly. The P90DL can only use about 170kW after 6-7 minutes on a track.

Better cooling would help, but also limit range. The 3 seems to be an improvement, though.

True. The Model 3 fixes that problem, and lasts about as long as the i-Pace does before throttling back due to heat constraints.

FWIW, Porsche *did* recently talk about efficiency being key for the Taycan… And considering how similar this one is, I would have assumed it to have similar efficiency as well.

This looks better than Taycan. I love it.

That’s very respectable. The Model S 100D is more efficient, but very respectable offering. This should sell well.

They may want to change the name before they hit the French market. Oh and pare down those huge wheels and wide tires if they want some decent range.

Interesting point. I wonder whether the wheels alone could be chiefly responsible for the apparently poor efficiency?…

If only Audi had sold this in 2012. I hope it is cheaper than a Tesla Model S 90 and there’s a fast charging infrastructure to support buyers in 2021. Styling suggests this is bound for China first. Way to stay relevant, Audi. GM/Ford: take note, please.

The Audi e-tron SUV, the Audi e-tron GT, the Porsche taycan, the Mercedes EQC, the new VW I.D. line … Trump ending subsidies for Tesla, Elon Musk must by having a really bad day

When did Trump ever say anything about subsidies for Tesla?…

(The ID. line is good news for accelerating the transition to sustainable transport, so I don’t see how Elon should have a bad day. None of the others you mentioned are likely to make much of a difference, though.)

First of all, the competition is what Musk wants. The primary goal of Tesla motors division is to get EVs mainstream, regardless of who makes them. They are succeeding. Musk is happy, though contemptuous of offerings inferior to Tesla’s.

Secondly, the ICE market clearly and unequivocably demonstrates that there is plenty of room for a variety of manufactures to make profits while competing with each other. Tesla will do fine, even if the GT and Taycan hit the market with all of the advertised features. Tesla is doing quite well with the i-Pace on the market. No big deal. No Tesla killers are out there. The market is too big for that. Besides, the legacy OEMs, VW group included, are too slow to market in any appreciable volumes. Tesla will continue to do quite well. They aren’t going anywhere.

I can guarantee that this model will do much better than the big SUV, if the price is equal or less. To compete with the Model S, it’s got to be about $75k starting as the 75D with similar range. But that’s the current 6 year old Model S with a next gen due 2021.

Now for the Audi GT…what’s up with the giant grille when it’s not needed. Audi is not able to evolve their front end for an EV, but instead they use a retrofit ICE front end design. Lazy design.

Considering that it’s in a more niche segment, I don’t see how it’s supposed to do better than the SUV…

Nice looking coupe.

But coupes usually don’t sell in large numbers. So, they aren’t going to make a big dent. But at least it will draw attentions to the brand.

Is Audi CEO came for reveal from Jail. Just curious.

Bram Schot? No, he’s not in jail.
Maybe you are talking about the *former* CEO, Rupert Stadler.

Rupert Stadler has finally left his CEO position just few weeks ago. Still in jail.
VW reportedly paid over million for him to leave after months of waiting.

I wonder whether the specs given here can be understood as an update of the specs given for the original Mission e concept, and an indication of what to expect from the production Taycan?… 434 kW seems close enough to the 440 kW claimed for Mission e. 90 kW battery would be in line with previous rumours. (The press release actually says “more than 90 kW” — though such language typically indicates that it’s just slightly more… Or maybe they aren’t yet sure of the exact cell specs they will have available two years from now?) Charging speed of 20 minutes to 80% (unlike the earlier mentioned 12 minutes) would be above the 15 minutes originally claimed by Porsche — but Porsche has been going back and forth between 15 and 20 since. (Most recently, they said “gut fünfzehn Minuten”, i.e. somewhat more than 15 minutes.) I wonder whether that just means the actual value is in the middle, and they can’t decide whether to round up or down — or they simply aren’t quite sure yet how hard they can actually push the battery without damaging it?… It should be noted that 20 minutes to 80% — which should… Read more »

Another sub-par German offering with respect to range. A 90kWh battery should deliver more than 249 WLTP miles. No one needs that much horsepower.

Model S P100D puts out way more range for the same order of magnitude of horsepower.

It’s true, what’s up the downvotes, you fools??

You are new here, eh? 😉 People regularly downvote comments that don’t fit their preferred view — regardless of veracity…

I’ve been on this site, off-and-on, since probably 2010 or 2012. I’ve been following Tesla in particular, and EVs and hybrids in general, since 2008, when I first heard about the Roadster. I’ve seen quite a few downvotes on some posts, but they are most often deserved. This particular thread is gaslighting us…

I like this car, it is clearly an Audi. Not sure about the grill. But I am also not crazy about the grilless Teslas. They look naked. I prefer the old, fake grill on the Teslas.
If this e-Tron ever hits the road the Model 3 will very likely have a serious competition. But so what? I really don’t think Elon ever thought that his kingdom will last for ever.

He never intended to be the only kid on the block. He has openly welcomed, even taunted, the big OEMs to get with the program. It’s not a bluff. He meant it all.

In case you haven’t noticed, the vehicle market is massive – there’s plenty of room for many different vehicles competing in the same general space from different brands. Tesla isn’t going anywhere but up.

Audi road map will change 20 times until late 2020

I find it less likely at this point, since they actually have vehicles at advanced stages of development, including production-intent prototypes like they are showing off, and the e-tron SUV is already on sale. I share your doubt about whether they will do exactly what they say, or meet their very aggressive timeline, but I’d say VW group is serious about EVs now. Vaporware and bait-and-switch from them is probably in the dustbin of history.

Audi (and VW) have to make EVs and PHEVs for 2020 because of tighter EU CO2 emission rules coming in 2020 and 2021. This is why so many EVs are being launched in 2019 and 2020.