Now there are two Stromers, who are eagerly charging their batteries and driving so well that you look forward to every single kilometer or look for excuses to do another lap. Only – which one to take? The GT or the Racer?
We searched, we couldn't find much: identical parts. After all, forty percent of the Taycan are in the J1 platform brother, the e-tron GT. And if you check the load compartments at the front and rear, you'll quickly find what you're looking for: carpeting, 12-volt socket, eyelets or the casually put together covers, all one. But between frunk and trunk? Nothing to find. The rest is hidden one floor below. Outside? Supposedly the windshield, although given the blatantly different shape, it doesn't matter at all. On the left is the sleek Neptune blue Taycan 4S with a frontal area of 2.33 m² and an impeccable drag coefficient of 0.22. In the right lane, the e-tron GT with such an expressive rear end that one likes to think that the coachbuilders and toolmakers almost despaired of the drawing depth of the rear wheel arch or "quattro muscle". At least that's what Marc Lichte, Audi's chief designer, explained that the ladies and gentlemen had been modeling on this cut for three months and the aluminum sheet had torn again and again.
Audi e-tron GT quattro: basic model being tested
In the meantime, production in the Böllinger Höfe is apparently running smoothly. In any case, the Quattro muscle of the test car, which has a maximum of 390 kilowatts, is not torn – the neck muscles of the occupants are more likely to hurt. Small side effects of the well-known immense thrust of these 800 volt cars, regardless of whether it is the Porsche or the Audi. Before we go deeper into the comparison, we should sort the two battery vehicles hierarchically. The e-tron GT is quickly explained. Two models are for sale, the 475 kW (boost) RS and the basic variant here, both with two permanently excited synchronous machines on the axles, both with 396 pouch cells in the underbody, which together have a net capacity of 83.7 kWh.
Porsche Taycan 4s: A little more
The Taycan can be put together in a variety of ways. After the Turbo S and Turbo, the 4S tested here is the weakest Taycan with two electric motors and a battery capacity of 71 kWh (net). To get to the level of the Audi, you need the Performance Battery Plus for 5522 euros. The Porsche manufactured in Zuffenhausen boasts a system output of 360 kW and 650 Nm. In boost mode, the two e-machines add another 60 kW (for 2.5 seconds). The Audi GT leaves it at 390 kW at its peak and 640 Nm and thus still keeps some distance to the sporty positioned Taycan, for which Porsche collects a hefty sum more. But more on that later.
More entertaining is the message that the more powerful Porsche is hardly storming towards the horizon any faster.0-100 4.0 to 4.1 seconds. The Taycan can only noticeably set itself apart from 160 km/h. At 200 he is 0.7 seconds ahead. More or less? Basically indifferent.
Suspension comfort or country road competence?
Both overwhelm with their insane boost. Presented so casually from the start, as if daddy were giving little Taycan a bit of momentum in the nest swing. Only the occasional heavy hit in the two-speed switch box in the rear, when an actuator forces the longer gear ratio to work under full load, makes it clear what forces are at work here. In general, the much tighter Porsche is a bit rougher, more impulsive. Especially in Sport or Sport Plus mode, the latter only via Chrono Package. Then the Taycan sharpens its knives, lowers itself by 22 millimeters, puts more power on the rear axle, tightens the steering and turns up the cooling capacity.
Exactly now it is very worthwhile to get behind it in the e-tron and watch the Taycan body. If possible on winding country roads of second quality. Because the nonchalance with which the Porsche romps steadfastly through curves with minimal body roll is great cinema. How happily the driver conducts at the front at the wheel? And with every neutral arrowed curve, send thank you cards to the active anti-roll bars, the air suspension or the steering 21-inch Pirelli P-Zero on the rear axle?
Follow permanently? Possible but challenging. The Audi, which is also air-sprung, allows more body movements, while its timid all-wheel steering is not as sensitive or even animated. And he lacks a tightened driving program anyway. So it's better to take some pressure off the boiler, enjoy the silent and yet so memorable power and explore the noticeable plus in suspension comfort. Whether overland, on the motorway at 180 km/h or on the rickety cobblestones in the next village - the Audi presents itself as a gentleman tourer, suitably supple and very quiet. So a real GT? Why, surely. But even the Taycan (in Comfort mode) has some touring potential slumbering, while the Audi hardly matures into an athlete that you would want to storm around a circuit with.
Be careful when choosing tires
If there are a few brisk laps coming up, please step on your irons early. The deceleration performance of the stable steel brakes in combination with Goodyear's Eagle F1 tires is really not overwhelming for a 2.33 tonne car.
With the sticky support of its Pirellis plus sensitively adjustable ceramic composite brakes (PCCB), the Taycan, on the other hand, delivers top values. From 130 km/h with a warm system, he is 4.5 meters earlier. So the Audi loses a lot of points here. Unfair? no way. For these tires and the PCCB provided for the race track, Porsche collects over 13,000 euros extra.Of course, such a fat sum is reflected in the cost rating. Audi would also have such extras in stock.
Five places cost extra
But as already mentioned, the Audi likes it more relaxed. The slightly better space, especially in the rear, also goes with its solid handling. A little more headroom and leg rest on a more comfortable, because softer padded bench are not to be underestimated in view of such narrow passenger compartments. It should also be mentioned here that the Porsche arrives as a four-seater and the Audi with an additional seat plus a standard 40 : 20 : 40 backrest division. A very useful configuration in everyday life, for which Porsche charges an extra 476 euros.
In the rear compartment mentioned at the beginning, however, there is agreement. A good 400 liters must be enough. Around 85 liters fit in at the front. Ideal for charging cables or cleaning supplies. Incidentally, in the very deepest submenus of the more complex Porsche infotainment system, there is even a touch button to activate the washer nozzles of the reversing camera. A little de-icer for the electrically opening charging flap might not hurt either. So far we have not been able to test whether the cool show works with icicles and snow.
Audi e-tron GT is more efficient
What is certain, however, is that the more powerful Porsche requires hardly any more energy (1.3 kWh per 100 km) on average. 300 kilometers are quite tangible. In contrast, the differences on the eco-round are larger. With a consumption of 20.6 to 23.1 kWh per 100 km, the e-tron GT cruises more efficiently.
Now a very worthwhile look at the extensive price lists. First in the e-tron GT: The Audi employees use a panoramic roof ex works, unfortunately without a sunblind. If you want some shade or more privacy, you have to order the twelve kilogram lighter carbon roof (3750 euros). Porsche doesn't offer that at all. A glass roof would come here to 1607 euros. The Taycan 4S is already more expensive with a price of at least 108,867 euros. And that doesn't include the extras relevant to the test, such as the larger battery, the anti-roll bars and the PCCB brakes, for which Porsche is asking a total of almost 18,000 euros.
Spoiled for choice
Purely on points, the e-tron GT, which is more attractive in terms of price, only wins the trophy via the cost evaluation. But honestly: is that decisive for the election? In the end, these two subjects are all about nuance, not placement. These two are among the best superstromers in the world anyway.
Ready for the big tour; and yet up for a wilder excursion. Strengthen? Ease of use and more comfort at better conditions. The tires are not convincing.
Ready for a sporty ride and still very willing to compromise in terms of comfort. Weakness: the combination of increased price and unfortunate touch operation.