Official pictures and details on the Audi E-Tron GT model range, including a feistier RS variant, have finally dropped, revealing the brand’s first-ever production EV that will be here before October.
More on local pricing and equipment will have to wait, but Audi has released full details on performance, range, sound, interior, exterior – and what differs for the higher-spec RS variant. Or perhaps, what doesn’t.
Dimensions and battery system
The E-Tron GT is one of the few instances in Audi’s stable where its RS derivative is virtually identical to the regular models, both outside and under the skin, with each variant sharing the same bodywork and dual-motor drivetrain that features an automatic two-speed gearbox on the rear unit.
From the outside, the E-Tron GT’s four-door sedan body stretches 4.99 metres long. Within that lies a 2.9-metre long wheelbase, while it also measures 1.96 metres wide and 1.41 metres high.
As for power, the E-Tron GT in both guises relies on a 93.4kWh (85.7kWh) lithium-ion battery pack. It comprises 396 pouch cells and comes from Korean battery company LG Chem. Operating at 800 volts, the battery system sits within a skateboard-style platform shared with the Porsche Taycan.
Driving range and charging
Standard E-Tron GTs can squeeze between 431 and 488 kilometres of driving range from the battery when tested on a Worldwide Harmonized Light Duty Vehicles Test Procedure cycle, whereas RS models manage between 429 and 472 kilometres.
At the moment, Audi says AC charging is set at 11kW and will take the battery from 5 per cent to 80 per cent charge in 9.5 hours.
It also says a 22kW charging capability will become available after launch to cut that time down to 5.25 hours.
Right now, a faster 270kW DC charging will slash that time again down to just 22 minutes.
The electric motors can also generate 0.3g under regenerative braking while recovering 265kW.
Performance
Okay, now the fun stuff: power and acceleration times.
In standard guise, the all-wheel-drive E-Tron GT is rated at 350kW and 630Nm. However, individually, the front motor can in “extreme driving situations” produce 175kW, while the rear motor can hit 320kW.
For the RS, the front and rear motors are rated at 175kW/335kW, but combined they are rated at 440kW/830Nm.
During what Audi calls ‘overboost’, the RS’s combined output increases to 475kW, while the standard car ups combined power to 390kW.
What this equals for the standard E-Tron GT is 0-100km/h in 4.1 seconds, 0-200km/h in 15.5 seconds and a 245km/h top speed.
Meanwhile, the RS model completes the same sprints in 3.3- and 11.8 seconds respectively, and hits 250km/h.
Dynamically, both variants use double-wishbone suspension and a locking rear differential that sits within the rear motor unit.
The RS E-Tron GT, however, relies on a fully-variable differential instead that’s optional on standard cars.
Externally, the E-Tron GT’s body is moulded around an aluminium and steel architecture to realise a low 0.24 drag coefficient.
Standard rolling stock for regular E-Tron GT models are 19-inch wheels, while the RS gets 20-inch wheels wrapped with tyres optimised for reduced rolling resistance.
A flat undertray and rear diffuser help split the air, while the rear spoiler, front radiator and brake ducts work actively as well. The bumper side inlets also channel air around the front wheels.
Familiar Audi tech features in a completely new cabin layout – things like a 12.3-inch virtual cockpit for the driver, D-shaped steering wheel and a 10.1-inch MMI touchscreen sitting on a rotated centre stack are present.
All E-Trons feature Acoustic Vehicle Alerting System sound, but you can also option sport sound for more interior and exterior noise played through an external and internal speaker.
Luxury levels are high even with sustainable leather-free interior packages, where Matrix LED headlights are standard on RS models.
Audi will build the E-Tron GT in its German Bollinger Hofe plant in Neckarsulm, alongside its flagship R8 model using carbon-neutral production techniques.
When does the E-Tron GT go on sale?
In Europe, the E-Tron GT will go on sale in March 2021 from 99,800 Euros (AU$155,688) and 138,200 Euros (AU$215,592) for the RS variant.
An Australian launch for the E-Tron GT is expected to occur in the third quarter of 2021, although specific pricing and model line-up is still to be confirmed.
Stay tuned.
MORE: All E-Tron stories MORE: Audi news and reviews
UPDATE: We’ve now also added a walkaround video of the E-Tron GT, thanks to German channel Autogefühl.
The E-Tron GT sets future Audi EV design language
Audi’s head designer Marc Lichte says the E-Tron GT is the most beautiful car he’s ever drawn.
He also says it previews specific design language elements for future electric-only models.
He told WhichCar the single-frame ‘grille’– now in a body colour because there’s no need for large air intake – sits behind a new interpretation of the honeycomb design with something three dimensional.
He also points out the wind-tunnel-honed air curtains.
“This is very effective and we thought maybe it could become a design principle, so we are stressing these two air curtains. And these are details you will see in future RS [and EV] models. The air curtains and body painted single frame.”
The E-Tron GT’s centre of gravity sits lower than that of the Audi R8
Built alongside the revered Audi R8 in Bollinger Hofe, Germany, the E-Tron GT also boasts a lower centre of gravity than its supercar stablemate.
Of course, being an electric car, this is easier to achieve, given the electric-only platform places the heaviest component – the battery – low down in the car.
Audi’s keen to point out that it can fit full-size adults comfortably in the rear seats, thanks to a cut-out area in the battery cell so rear occupants can place their feet under the front seats. These are called a “foot garage” and maximise space.
Active aero adds 30km worth of range
If you’ve read our comprehensive rundown on the official E-Tron GT specifications, you’ll know the duo manage over 400km of range from a single charge. But the reason the more powerful RS can crack that figure comes down to smart active aero.
Inlet louvres each side of the front bumper open when the car’s clever cooling circuit, hooked up to the electrical components, needs to bathe its radiators in air.
Brake cooling ducts, which plumb air to the massive optional 10-piston front carbon brakes with 420mm discs, also open at will.
These combine with a completely flat underbody that extends to cover the rear axle openings under the rear suspension arms.
As well as an active rear spoiler, the adaptive air suspension on the RS model lowers the car as much as 22mm at high speed for aerodynamic and stability gains, and all up this boosts range by about 30km.
Curiously, the E-Tron GT features full-sized mirrors, rather than the sleek virtual mirrors found on the E-Tron SUV, due to electrical constraints of the platform.
The RS E-Tron GT’s top speed is limited to preserve range
The 250km/h claimed top speed for the RS E-Tron GT seems fairly low for one of the most powerful cars Audi makes.
But we’re told this was done to preserve range. At around 100km/h, the main source of mechanical resistance is aerodynamic drag. Given drag multiplies exponentially as speed rises, Audi’s aerodynamic engineers say the battery would drain after a couple of minutes at top speed.
Further to this, in Performance mode, Audi’s aero engineers say the car produces neither downforce nor lift.
Overboost won’t last longer than the time it takes to say this sentence
Both E-Tron GT versions can wind up battery power to deliver a higher combined power output for serious acceleration, as we’ve touched on here, but this overboost function won’t last for long.
First of all, it’s only enabled during launch control, and then will hang around for 2.5 seconds.
“The release of the additional power is controlled by software,” as Audi explains, “the main reason why we are not providing the full power all the time is to protect the components (durability) and to ensure a proper temperature control in the pulse inverters as well as the battery (pack).”
Bonus: E-Tron GTs feature charging sockets on both sides, positioned at the front wings. However, only the right side is DC charging capable.
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Jeep has teased a fully-electric Wrangler concept car in anticipation of a full reveal scheduled to take place at the Easter Jeep Safari event in Moab, Utah from March 27.
The electric off-roader might even become one of the brand’s first full production battery-electric vehicles (BEVs) following the debut of the Wrangler 4xe plug-in hybrid last year and plans for a Grand Cherokee 4xe PHEV which we’ll likely see in Australia early 2022.
Jeep’s Super Bowl LV commercial – featuring music legend Bruce Springsteen – highlighted the existence of its new ‘The Road Ahead’ website, which details the brand’s future plans including the new Grand Cherokee, its autonomous driving technology, its infotainment technology and the aforementioned plug-in hybrids.
However, quietly-tucked away in a corner of the site is a tile announcing the ‘Wrangler BEV’, which will be a 100 per cent electric Jeep concept vehicle and is set to be revealed at the Easter Jeep Safari.
A short, repeating video clip is the only real ‘look’ at the mystery vehicle and shows a silhouetted Wrangler that morphs to show a cutaway with a full battery architecture underneath.
Interestingly, there seems to be multiple battery packs but a traditional transfer case and transmission can be seen, meaning we could see a mash-up of new and old technology to make the Jeep’s four-wheel-drive system work.
Other electric 4X4s, such as the GMC Hummer and Rivian R1S use a dual-motor set-up, one each on the front and rear axle.
Details are being kept under wraps for now, but we won’t have to wait long until Jeep reveals the concept for real.
While it’s designated as a concept for now, Jeep also presented the Wrangler 4xe concept in early 2020 and followed it up with a production version later that year.
What’s teased here may get the same treatment.
If nothing else, there’s no ignoring Jeep’s push to become one of the most environmentally conscious SUV brands on the planet.
UPDATE, February 17 – Mitsubishi has unveiled the fourth-generation Outlander medium SUV during an online event on Amazon Live stream – click here for full details.
UPDATE, February 9, 2021: Perhaps knowing there is little else left to tease, Mitsubishi has handed down a new preview that shows the upcoming 2022 Mitsubishi Outlander tucked away in a familiar Amazon box.
The preview is accompanied by an update to the news that the Japanese carmaker’s new mid-sized SUV will be revealed on February 17: Now we also know it will be unveiled on Amazon Live – a new live video platform focused specifically on product reviews and unboxing videos. There’s a platform for everything, it seems.
Amusingly, the preview image also includes some important legal language: Amazon does not deliver vehicles. Good tip.
Watch for more on the new Outlander to be revealed in the weeks ahead, and catch up on the story below.
The story to here
January 27, 2021: A new generation Mitsubishi Outlander is just around the corner, with a February 17 global reveal promising a car that’s larger on the inside, bolder on the outside and coming after the Toyota RAV4 in the technology stakes.
The new design is expected to closely mimic the extravagant styling of 2019’s Engleberg Tourer concept, while it’s likely to share much of its componentry with the new generation Nissan X-Trail.
But the aspects that made the Outlander a unique offering in the mid-size SUV segment are expected to remain, meaning we should see a seven-seat version and a hybrid powertrain option.
Mitsubishi is also attempting to leverage its rally roots with the new Outlander’s drivetrain development if the Japanese manufacturer’s latest video teaser is anything to go by.
The footage touts an all-new version of the company’s Super All-Wheel Control System (S-AWC), showing the Outlander sliding around on mud, snow and gravel surfaces.
The all-wheel-drive system’s calibration is still being finalised. Mitsubishi says it will provide “driver confidence and security in all weather and road conditions.”
“We took everything we know about on- and off-road driving from the rally experiences to apply the latest Super All-Wheel Control technology in our newly developed platform,” said Kentaro Honda, lead engineer for the Outlander.
“We also specifically developed a new drive mode selector to provide confident driving at all times and in all weather conditions.”
The all-new Outlander will replace a car that’s more than a decade old, and originally based on a Mitsubishi Lancer.
Despite being strong value with a starting price around $30k, the old Outlander has been overtaken in recent years by newer rivals like the Toyota RAV4, Mazda CX-5 and Hyundai Tucson.
As part of the Nissan-Renault-Mitsubishi Alliance, Mitsubishi will – as outlined in this plan – defer to Nissan when it comes to the underpinnings of the mid-sized Outlander.
These will reportedly mirror those of the next-generation Nissan X-Trail (below).
This means the Outlander will likely beat the Nissan X-Trail to the Australian market using its own technology, given that the new-gen X-Trail is not expected before early 2022.
Engine technology for the 2021 Mitsubishi Outlander may mirror that of the incoming Nissan X-Trail. That means a 135kW/245Nm 2.5-litre naturally-aspirated four-cylinder petrol engine mated to a continuously variable transmission.
We expect the Outlander PHEV plug-in hybrid to again be an important part of the new Outlander range. It should get the recently renewed 2.4-litre petrol engine combined with a rear-mounted electric motor, possibly with upgrades to the battery and motor to improve performance and range.
The Engelberg Tourer concept (below), which debuted at the 2019 Geneva show, is a good pointer to both the next Outlander’s hybrid intentions and to the continuation of the bold styling language that now adorns other Mitsubishi models such as the ASX, Triton and Pajero Sport.
Mitsubishi Australia told WhichCar that it’s expecting the next-generation Mitsubishi Outlander to arrive in Australia in late 2021.
Mitsubishi Engelberg Tourer previews next-gen Outlander PHEV
You might consider this a foregone conclusion. If you’re here, then there’s a good chance you’re a car enthusiast so you’ll intrinsically know that SUVs are inherently heavier, taller and less efficient than their sedan or hatch equivalents. And as a result, an SUV will always be slower around a circuit.
Or will it?
Sometimes logic and reality don’t collide in the way you expect and that was certainly the case when we pitted Mercedes-AMG’s ferocious A45 S with its SUV counterpart, the GLA 45 S.
Both of these cars share AMG’s brutal M139 2.0-litre four pot with 310kW/500Nm, and both run the same 8-speed dual-clutch gearbox. They’re roughly the same size, too, although the GLA is 140kg heavier (and $13,000 more expensive!).
Which is why we thought it’d be interesting to time them around a hot lap of Haunted Hills circuit. For science, you see.
Smug in the happy knowledge that the A45 S should trounce the GLA 45 S and thus bolster every enthusiasts’ argument that hot hatches are greater than SUVS, our resident hot-shoe, Scott Newman, used the A45 S to set the benchmark time.
The marker? A stout 1:01.7 around the tight, twisting and undulating circuit.
Released of its electronic safety systems, this generation of A45 is a frenetic and fun companion to pedal quickly. It loves to rotate and carries small, efficient slides into and out of most of the corners. It was shod with Michelin Pilot Sport 4S tyres.
Time for the GLA to return serve.
Wearing Continental Sport Contact 6 rubber, the GLA’s demeanour around the lap was deceptively swift. Sharp steering and decent body control for an SUV meant the lap looked undramatic, bar some pronounced tyre squeal.
In the end it laid down a very respectable 1:02.0 flat, just three tenths of a second slower than its lighter, more focused sibling.
That this pair was so close is surprising, especially given this track’s tight and technical layout where you’d think the extra kilos and higher centre of gravity would count against the GLA. We imagine it’d be even closer between this pair on a faster, more flowing track.
The Citroen C3 hatchback has undergone a minor upgrade that brings additional comfort and technology with no increase to its $28,990 retail price tag.
The third-generation C3’s first facelift since it was introduced in 2018 also brings a fresh front end, revised rear-quarter panel pattern and new-design 16-inch ‘Helix’ alloy wheels.
Perhaps the most obvious aesthetic difference is the redesigned ‘Airbumps’ mounted on the lower door panels, which are now made up of a set of three capsules instead of seven smaller ones.
The interior gains a new ‘Emerald’ contrasting trim colour and new, ‘advanced comfort’ seats that, according to Citroen, provide exceptional lumbar support.
Front parking sensors and new LED headlights join the existing standard features list that includes a reversing camera, rear parking sensors, LED daytime running lights, autonomous emergency braking with pedestrian detection, hands-free entry, blind spot monitoring, speed sign recognition, lane-departure warning, cruise control, driver attention alert and coffee break alert that warns the driver when it is time to take a break after two hours of non-stop driving at more than 65km/h.
Infotainment consists of a 7.0-inch central touchscreen with Apple CarPlay and Android Auto, digital radio, satellite navigation, real-time traffic and accident information.
Available as a single variant that was previously known as the C3 Shine but is now simply known as C3, the 2021 car carries over the original powertrain. It features a 1.2-litre 81kW three-cylinder petrol engine and six-speed automatic transmission with a claimed combined fuel consumption of 4.9L/100km.
The C3 colour palette has two new body colour hues including Spring Blue and Arctic Steel, and a new Emerald roof contrasting colour.
Metallic paint ($690) is the only extra-cost option, with the sunroof no longer available.
All new Citroën C3s come with the brand’s five-year/unlimited-kilometre warranty, five-year roadside assistance and five-year fixed price servicing.
BMW is returning serve to its critics who suggest the German marque’s new styling direction – the big grilles in particular – is a turn for the worse.
BMW has been actively engaging with its audience on social media recently to defend its design decisions, though it’s now put head of design Domagoj Dukec into the limelight to explain.
Dukec and his team are well aware of the negative commentary that plagues its social media pages whenever a photo of the new M3, M4, iX or 7 Series is posted.
Speaking to Top Gear, Dukec said “I’m reading social media and press, and I can see that some people are wondering where BMW is heading, but I can assure you that we have a clear vision about where we’re going.
“We all love the brand.”
It sounds like the criticism is reaching the design team, but it’s not going to stop them.
“You can create something beautiful, and we also have cars which are just pretty. But there are some customers that, if you want to reach them, you have to stand out.
“You have to create something that is not in-line; maybe not like an everyday car or an everyday product, but that’s exactly the reason,” Dukec told Top Gear.
Dukec drew parallels to the Bangle-era of BMW design that oversaw the mid-2000s E60 5 Series styling.
Dukec says its design was “so criticised” at the time, but is now looked back on with fondness. “That was breaking with everything so far [up to that point],” Dukec said.
“Now, this is a special time. [The new cars are] different and distinguished, I think this is something we are used to. It is not our goal to please everyone in the world.
“You can’t make a design which pleases everyone. But you have to please your customers,” he added.
BMW ran an odd social media marketing campaign titled “What’s your reason not to change?” on the back of the iX electric vehicle’s release, hitting back at critics of its design who said “Can’t you make electric cars look like normal cars?” and “Looks like a low-budget ’80s sci-fi movie.”
BMW even addressed critics with the phrase “OK Boomer” on Twitter.
It seems BMW is putting on a brave face in defence of its new unorthodox styling, but, reading between the lines, it seems that there’s an element of damage control.
MORE: Former Holden design director explains BMW 4 Series grille MORE: 2021 BMW 4 Series driven! MORE: BMW news and reviews
Lotus has launched the Elise and Exige Final Editions to farewell each nameplate with more power, new tech and unique badging before they retire at the end of this year.
Each variant welcomes a power bump beginning with the Elise Sport 240 Final Edition, which replaces the Elise Sport 220.
As the name suggests, the 1.8-litre supercharged four-cylinder engine at the heart of the Elise Final Edition makes 240 horsepower or 179kW in our money.
Moving up to the Exige range, a new 390 Final Edition variant scores a revised supercharger tune on its 3.5-litre V6 to add 38kW over the Exige 350 it replaces, totalling power at 296kW.
Meanwhile, the 420 Final Edition adds an extra 7kW above the previously sold 410 Sport for a total of 313kW.
Both models welcome a new TFT cluster within the cabin that sits behind a new D-shape steering wheel. It can display in one of two configurations, one with conventional dials or a race-style digital speed readout.
Elise models feature Alcantara trim on the steering wheel, while Exige models score leather instead.
Both models also score unique Final Edition badging inside and out, as well as new seat trim and stitch patterns.
New colours have been introduced to their palettes, including Azure Blue for the new Elise, as well as Metallic White and Orange for the updated Exige.
Recommended pricing begins at $97,990 before on-roads for the Elise Sport 240 Final Edition, while the Exige 390 Final Edition is priced at $149,950, or $10,050 more than the superseded Exige 350.
The Exige 420 Final Edition stands at $169,990, or $10K more than the 410 Sport.
Meanwhile, the Elise Cup 250 remains on sale for $109,990 alongside the Exige Cup 430 at $169,990.
Lotus has confirmed 80 Final Editions for Australia are available to order now, but says the model mix will depend on buyer demand for the run-out special editions.
GM Australia has presented a new ‘Rewinding Roads’ creative campaign that aims to highlight the intrinsic link between Holden and Australia through an interactive photo map.
Rewinding Roads features a website that combines the street smarts of Google Maps with the photography of everyday Australians by placing geo-tagged images on an interactive map.
Users can select a location to see each Holden moment with photos that match up to the surroundings.
Holden fans can also upload their own moment-in-time snapshots to the platform and select the location where the photograph was taken.
Photos can be viewed by collections based on Holden models, or all can be viewed at once on the interactive Google map.
“It was always our intention to recognise the important contribution Holden has made in this country,” said Marc Ebolo, managing director of GM Australia and New Zealand.
“With the challenges we’ve all faced in 2020, this website is a simple way that Holden family and friends can come together to celebrate this iconic Australian brand.
“With Holden continuing to service vehicles and provide parts to its many customers in Australia, we wanted to make sure this didn’t feel like an ending.”
Rewinding Roads is designed to feature Australian locations only, meaning New Zealand photos aren’t accepted.
The website will stay up for the rest of the year and will be promoted on Holden social media pages.
The Mercedes-Benz E-class family has grown after welcoming a new mild-hybrid E350 variant in sedan, coupe and cabriolet forms. It effectively bridges the gap to the E-class AMG range.
Priced before on-road costs at $127,100 for the E350 sedan, $128,200 for the E350 coupe and $141,300 for the E350 Cabriolet, they represent $9200, $10,800 and $10,400 increases on their respective E300 siblings.
Alternatively, the E350 is $35,200 cheaper than the Mercedes-AMG E53 in sedan form.
Power grows uniformly across the board over the lesser E300, with the E350 relying on a battery-assisted electric motor that supplements the 2.0-litre turbocharged four-cylinder engine via belt drive.
Dubbed EQ boost technology, and designed around a 48-volt electrical system that charges itself, it adds as much as 10kW and 150Nm in short bursts to the 220kW and 400Nm rated petrol engine to aid acceleration and allow emission-free driving in certain situations.
Coupled with a nine-speed automatic transmission, the Mercedes-Benz E350 can hit 100km/h from rest in 5.9 seconds, unless you’re in the heavier Cabriolet that achieves the same feat in 6.1 seconds.
For E350 sedan and coupe, that’s a half-second improvement on the E300 which takes 6.4 seconds to reach 100km/h.
However, that extra speed doesn’t come with a cost at the bowser, with fuel consumption claimed to stand at 7.7L/100km (7.8L/100km for cabriolets) on a combined cycle – 0.3 litres less than the E300’s 8.0L/100km sedan claim.
All body styles feature air suspension, leather upholstery, adaptive Multibeam LED headlights, metallic paint and 20-inch alloy wheels as standard equipment, shared with E300s.
Interior technology includes dual 12.3-inch screens loaded with MBUX infotainment technology, smart phone mirroring, wireless charging, active parking assist, touch-sensitive panels on the steering wheel, as well as heated memory power seats.
Active safety includes lane-, blind spot-, brake- and cruise-control assist, low speed traffic assist, traffic sign recognition and airbag preparation systems.
Like all E-Class variants, the E350 will come with a five-year unlimited kilometre warranty.
