Hauling these Audis down from speed are 14.2-inch front brake rotors on the regular GT and 16.1-inch tungsten carbide-coated units on the RS. Being (mostly) prudent adults, we kept such experimentation to the airstrip that Audi rented for us to safely experience the RS's zero-to-100-mph acceleration.
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Provided you shut off the stability control, the rear end's ability to send power to the left and right will also indulge the aggressive driver by setting up an easy-to-control, power-on drift. The RS performs the same trick, but its summer tires provide more grip with a bit less squeal.
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What you feel, besides confidence, is a return to your intended path around an apex. Sure, the regular GT's all-seasons howl in protest when they begin to understeer but add power and the system sends torque rearward and divides it as necessary to the left or right wheels to cancel the mild push in corners. Although the steering is accurate and gets the nose pointed with unerring precision-and the many drive modes can adjust the effort-not a lot of feedback comes through the wheel. Go for the RS version and you get summer tires, but even on the e-tron GT's all-season rubber, the standard three-chamber air springs keep the body flat and the handling secure without being boring. Without gears to choose, the GT and RS twins remain at the ready for whatever the Angeles Crest and Forest highways throw at them. At 55.0-inches tall, the largely aluminum-bodied e-tron GT is low for a modern sedan and nearly two inches lower than the RS7. Imagine a 4947-pound Audi RS7 with a keel and you get the idea.
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The mass of the battery tips the GT's curb weight past 5000 pounds, but since the pack is in the floor, the center of gravity is low. (A vinyl- and microsuede-covered interior, marketed as being leather free, is standard.) A whoosh accompanies the shove into the leather seat. As with the Audi's platform-mate, the Porsche Taycan, those acceleration times are repeatable, provided you know the launch-control code-Dynamic mode, hard on the brake, accelerator to the floor. Audi claims a 3.9-second run to 60 mph for the GT and 3.1 seconds for the RS GT. An upshift from the rear-mounted two-speed gearbox happens at about 60 mph, which will remind some readers of an old three-speed automatic's one-two shift. The torque delivery is akin to the feeling you get when you hold a regular car in gear right at its engine's torque peak. Stand on the GT's accelerator and you're instantly reminded that there are electric motors at play. If you're range anxious about finding somewhere to recharge, the e-tron GT is rated for 238 miles and the 590-hp (637 in overboost) RS e-tron GT model is good for 232 miles, both of which are far short of the Tesla Model S's EPA range.Īudi’s 2022 e-tron GT Brings Style to EVs
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It does become a bit more important if the battery is depleted and you lack a solid recharging plan. So, when an EV hushes along at 85 mph or so and unfurls the lonesome two-lane expanses of the West, the fact that it's motivated by electricity instead of gasoline doesn't seem terribly relevant. In conventional automobiles, the tall top gears of modern automatic transmissions largely silence the combustion events happening under the hood. But while cruising at extra-legal speeds, we were struck by how this Audi's goodness as a car overshadowed its method of propulsion. Its 83.7-kWh battery pack kept sending electrons to the motors on each axle, which combine to produce 496 horsepower (522 in overboost mode) and 464 pound-feet of torque (472 during overboost). Somewhere between Los Angeles and the desert-like canyon country north of the city, the Audi e-tron GT Quattro ceased to be an electric car.