When is a Porsche not a Porsche? When it’s the 2022 Audi RS e-tron GT – Roadshow

Call it platform sharing, call it badge engineering, or whatever you like. Car manufacturers have been working together to build cars for much of automotive history. Sometimes these mergers happen between companies that would normally be considered rivals. Honda and Rover in the 1980s; the BMW/Toyota project that gave us the new Supra; Or it could be the next-generation electric vehicle platform shared by Ford and Volkswagen or General Motors and Honda. Often this happens between shared brands of a single OEM. Chrysler Group’s K platform in the 1980s is a good example. However, few car manufacturers have taken advantage of the advantage of the Volkswagen Group, which builds hundreds of different vehicles across 10 brands worldwide using a handful of different platforms. The vast majority of these (equivalent to millions of units per year) are built on the VW Group’s MQB platform, capable of producing everything from the Audi A3 to Volkswagen vans. . and shape. However, even moving up the price ladder, this method is still widely used. For example, for decades, the Bentley was essentially a Rolls-Royce with a slightly different nose. Today they share a platform with Porsche’s Panamera and Cayenne. That’s why the gorgeous four-door EV in this review sports very similar specs to the Porsche Taycan, as it sports the Audi RS e-tron GT badge and shares the same J1 platform. So it’s no surprise that the RS e-tron GT is a twin-engine, all-wheel-drive battery electric vehicle, with permanent synchronous motors including one with a two-speed automatic transmission on the rear wheels. , 800V, 93.4 kWh (83.7 kWh usable) Li-Ion battery. The battery also has the same “foot garage” as the Taycan. That is, a cutout or void that allows rear passengers to rest their legs without compromising the EV’s height (or lack thereof). The pack gives the RS e-tron GT an EPA range of 373 km (232 miles) and charges as fast as the Taycan up to 270 kW, returning the battery to an 80% charge in just 22 minutes. . It costs $139,900 and looks like a Taycan GTS analogue with a combination of 590 hp (440 kW) of output and 612 lb-ft (830 Nm) of torque. In practice, however, the two cars feel markedly different when driven, a testament to Audi engineers who have already accomplished similar feats with the Lamborghini Huracan-derived Audi R8. (Our test car had a list price of $161,890 thanks to a $20,350 “Year 1 Package” that adds rear-wheel steering and laser-beam headlights, plus lots of carbon fiber here and there.) The interior will reveal its game. Relying too much on the touchscreen, the Taycan has Audi designers bringing back buttons. So there are individual physical controls for climate control, drive mode and media playback, all of which are affected by muscle memory as they stay exactly where they were last used. The infotainment screen still uses a touchscreen interface, but here the screen is slightly angled towards the driver. There is also a conventional cockpit above the main instrument panel in front of the driver.
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