The control for the volume and tuner is even more dated-looking it bears an awful resemblance to the old iPod Click Wheel. After all, while the Sixes boast a pair of shiny touchscreens that handle almost every control, the new electric four-door has but one touchscreen and a complement of good-old-fashioned buttons. If you just saw the interiors of the E-Tron GT and, say, the current A6/S6/ RS 6 Avant family berefit of other context, you could be forgiven for thinking that the latter, not the former, was Audi's new technological flagship. Clearly, electric cars of this performance level require a bit of sensory recalibration. Indeed, after 45 minutes of very spirited driving pushing the car as close to its limits as I'd ever dare do on a road, I had a bit of a headache from so many blasts of instant acceleration. You don't even need to call up launch control and squeeze every last pony out of it to feel the thunder shove the accelerator to (hell, just towards) the floor at any speed you'll encounter in daily driving, and the E-Tron GT RS shoves you back into your seat hard and fast enough to stun. That said, you'll be bobbing back and forth under the sheer amount of acceleration force produced by the motors, too. (And, for the record, I was driving the E-Tron GT RS, whose sporty mission is made clear by those last two letters on its name.) The body bobs and rolls more than the Taycan's the nose dives more under braking and rises more under thrust. While the Porsche has the sharp-edged reflexes and super-responsive handling you'd expect of what amounts to a four-door electric 911, the Audi feels more in line with an S8 than an R8 - capable and grippy beyond the limits most would explore on the street, but more compliant than combative. Two or three sharp turns is all it takes for the Audi to reveal itself as a softer, more cosseting car than the Taycan. The bones may be the same, but these two electric cars have very different characters. If that has you wondering why we even bothered driving the Audi since the Porsche exists, well, hold your horses. Opting for the Audi does bring with it a slight price break in return for its slightly diminished power the base model E-Tron GT Premium Plus starts at $101,530 to the Taycan 4S Performance Battery Plus's $110,720, while the E-Tron GT RS's $141,540 is more than $10K less than the Turbo's $152,250. Likewise, while the EPA ranges differ a tad, the Audis and Porsches will likely turn in similar real-world results expect around 230-250 miles in mixed use as a ballpark estimate. The 4S Porker with the larger battery pack (which, let's face it, everyone is likely to choose) makes 482 hp and 479 lb-ft in normal operations and 562 hp in launch control mode the Turbo makes 616 hp and 626 lb-ft in continuous use, with 670 horses available for a few hot seconds of launch control. If that sounds vaguely familiar, well, that's probably because it's close to the Porsche Taycan 4S and Taycan Turbo. Either way, power flows to all four wheels via two electric motors (one for each axle), with the source of it all a 93-kWh battery. At launch, the Audi E-Tron GT comes in both regular and RS versions: the former makes 469 horsepower and 465 lb-ft of torque with 522 hp and 472 lb-ft in boost mode the latter spits out 590 hp and 612 lb-ft, with the former figure temporarily climbing to 637 hp in boost.
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