Evelyn Reynolds

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Despite being part of the same company, Audi and Porsche continue to compete like old rivals. Both companies share an electric-car platform dubbed J1, and both are building similar battery-powered models atop it. Porsche’s Taycan launched about a year ago, and now Audi is letting us sample its gorgeous e-tron GT. We spent a day behind the wheel of a camouflaged RS e-tron GT—that’s the spicy one—the 590-hp version with the 670-hp Taycan Turbo in the crosshairs.
The hardware that gives the Taycan such impressive handling and acceleration carries into the e-tron GT. This includes two electric motors that provide all-wheel drive, a liquid-cooled 83.7-kWh lithium-ion battery pack, a two-speed rear transmission, three-chamber air springs, rear-wheel steering, and a torque-vectoring rear end.

Hear the 2021 Audi e-tron GT Electric Sedan

Audi RS e-tron GT Arrives Next Year with 684 HP

Under overboost conditions and when using the launch-control function, the estimated 590 horsepower temporarily rises to around 637 horsepower. We expect the sprint to 60 mph will take about 3.0 seconds, and top speed is governed at 155 mph. The basic e-tron GT will make 510 horsepower, or 12 horses fewer than a Taycan 4S.

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Audi

On the tight, sometimes slippery but rather empty roads on the Greek island of Rhodes, the RS e-tron GT was able to show off its handling. After the drive, Audi set up a drag race where speeds reached an indicated 135 mph. The shift from first to second gear, by the way, was clearly noticeable under full acceleration, but it is barely noticeable on the road, where the upshift happens around 45 mph in Sport mode. In range-optimized modes, the RS e-tron takes off in second gear.
The suspension tune is rather soft, but the adaptive dampers stiffen in an instant. Lightning-quick step-off acceleration and the variable torque distribution give the e-tron GT nearly all of the agility and acceleration of the Taycan Turbo S. This is despite a claimed 4600-pound curb weight, which we think will be closer to 5000 when United States-spec cars are finalized. Audi engineers left in a bit of body roll, giving the driver a good sense of reaching the limits of adhesion, while the steering is pleasantly light. The RS e-tron GT is a fantastic performer, but it has a distinct character. It feels a bit less darty than the Taycan, and it is a bit more comfortable and relaxing on long drives.

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Audi

Inside, there is a wide, horizontal, and angular dash that takes the futuristic design of e-tron SUV to the next level. Audi concealed the instrument panel, but we took a peek and liked what we saw. As in the Taycan, driver and passengers sit low. But it’s comfortable, and the room in the rear seat is ample. The e-tron GT has three seats in back. The middle seat is raised and narrow. The large steering wheel is a key differentiator from Taycan, the mirrors are conventional instead of camera-based units on European versions of the e-tron SUV, and Audi has resisted the trend of retracting door handles.
A fixed panoramic roof will be standard. A carbon-fiber roof is optional and reduces weight by 18 pounds. Like the Taycan, the GT is a sedan. There’s a 12-cubic-foot trunk with a small opening and a frunk (front trunk) with 3 cubic feet of storage. Audi is considering adding a hatchback version, possibly because Porsche will be adding a hatchback Taycan Cross Turismo next year. The structure is largely made from steel with some aluminum components, and almost all body panels with the exception of the roof are made from aluminum.

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Audi

The body has a beautiful shape, with a fastback look and the right amount of aggressiveness from its creases and bulging fenders. It’s hard to imagine that Audi could have pulled off the design if they had to package a powerful gasoline engine under the hood. RS versions don’t get too much external differentiation. Spotters will have to check the nose for a honeycomb pattern in the grille and, of course, the RS badges.
Audi claims a 249-mile range in the Euro cycle for the non-RS, but it isn’t ready to release the details on the RS version. We’ll assume it is less than the base model. Driven hard, we watched the range drop precipitously, so if you head out to hammer on the RS e-tron GT, set aside some time and a plan to recharge.
Final pricing is not yet available, but we’re estimating a starting price the equivalent of $163,000, which makes the Audi RS e-tron GT about $12,000 less than the Taycan Turbo. We expect a similar difference when the Audi arrives in the U.S. next year, an important differentiator that works in the Audi’s favor.
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We try not to anthropomorphize cars, but sometimes it’s almost impossible to resist. Look at the Honda e’s front end and tell us that you don’t see a face—those circular multi-element headlights and the flat panel that connects them creating an expressive look that evokes Hollywood’s cuter robots. While Honda says the e’s aesthetic inspiration came from the first-generation 1973 Civic, our impromptu focus group of preteens cited similarities to the robotic heroes of Wall-E, Next Gen, and Big Hero 6.
Though adorable and innovative, the e is destined to remain a foreign-market novelty, with Honda having no plans to bring it to the United States. Blame for that lies with our limited enthusiasm for small cars and non-Tesla EVs, particularly ones that offer a real-world range of 100 miles or fewer. Which is why, to find out what we’re missing out on, we drove an e Advanced in the United Kingdom, explaining both the XL license plates and the fact the steering wheel is on the right.

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Honda

Why the Honda e Should Come to the U.S.

Honda e Urban EV Is a Recipe for Fun

Honda is not following the herd with the e. Unlike the Mini Cooper SE, its most obvious rival on price and range, the Japanese company hasn’t electrified an existing model. The e sits on its own rear-driven architecture, taking advantage of the packaging and dynamic possibilities of an electric powertrain. Honda opted for a relatively small 35.5-kWh lithium-ion battery pack to help reduce both mass and cost. We’re told the e is designed for urban use and life in a charger-rich environment. According to Honda, the more powerful 152-hp e Advanced weighs nearly 3400 pounds, 66 pounds more than the basic 134-hp version. That makes the Advanced roughly 300 pounds heavier than the Mini SE, but the Honda offers more interior space and four-door practicality.
It also includes the sort of technology you’d expect from the company that gave us ASIMO. Indeed, the level of gadgetry verges on overwhelming, with the e’s toys and features seeming to hail from a more advanced future. The cabin’s design could be described as retro-futuristic, with our test car featuring wood across the top of the dashboard and grey cloth trim reminiscent of 1980s Japanese cars. But Honda also fitted wall-to-wall screens, an unbroken row of five digital displays extending across the front of the cabin.

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Honda

The e lacks conventional door mirrors—both European and Japanese regulations allow it to use a camera-based system—so the outermost screens display the view from the rear-looking cameras. Those remain operational for some time even after the car has been switched off, so you can check for traffic before opening a door. Ahead of the driver is a digital dashboard relaying the basics of speed, charge level, and the rate of power flow into or out of the battery. In the center, twin 12.0-inch touchscreens command the infotainment system. When the car is stationary, you can set aquarium mode to fill the screens with beautifully rendered virtual fish. Why? We’ve no idea, but it sure is pretty.
Like the Mini SE, the Honda prioritizes fun over range maximization. The 17-inch alloy wheels are wrapped with Michelin summer tires in place of the low-grip eco-rubber normally fitted to junior EVs. The e is commendably lacking in noise and harshness, remaining near silent even under full acceleration, driving with a precision familiar from the company’s internal-combustion models. Steering is crisp, chassis responses linear, and grip levels impressively high. Tail-out drift antics are off the table (for now), with stability control intervening invisibly to prevent the 232 pound-feet of torque from ever overwhelming the rear tires. Suspension settings are soft, with noticeable lean under hard cornering, but the ride is pliant and well damped, and overall the e feels much more agile and lighter on its feet than EVs normally do. The ultra-tight 14.1-foot turning circle also gives impressive maneuverability on tight city streets.

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Honda

Performance is brisk at urban speeds—with the accelerator pedal delivering an instant surge—but tailing off beyond 60 mph. The e will cruise at 75 mph or even quicker, but at the cost of watching the range display dropping miles much faster than the odometer adds them. Honda claims the top speed is limited to 90 mph, at which point the flow meter indicates that power is being wound back. In addition to a one-pedal driving mode, the e also has paddles behind its steering wheel, which can be used to vary the level of regen when coasting.
The e’s modest battery is sized for short trips and frequent charging, and the U.K.’s still-limited charging infrastructure meant that range anxiety was a constant factor. Even with the battery fully replenished, the onboard computer never estimated more than 90 miles to empty. Getting close to that figure required gentle use and a mostly urban diet. Charging the battery from empty to 80 percent took around three and a half hours using an 11-kW AC charger, but DC fast charging can reportedly accomplish that feat in 30 minutes.

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Honda

The e’s adaptive cruise control system—which is meant to combine lane-keeping with distance regulation—also really struggled with Britain’s lane markings and frequent absence of them. The video rearview system worked well in daylight but was predictably grainy and indistinct at night. The e also gets a video rearview display at the top of the windshield, but this suffered from a narrow field of view and was soon clicked into its conventional mirror position. The rear seat space is limited with adults in the front, and the trunk is both tiny and largely filled by the high- and low-speed charging cables.
We are disappointed that Honda is not selling the e in the U.S, but we can understand the logic that denies it to us. In the United Kingdom the e Advance costs about $38,000 at current exchange rates, and it’s not as if the $37,495 Chevrolet Bolt has been flying off the lots in the States, despite having more than twice the range. But while it might not be for us, the e still proves that Honda hasn’t forgotten how to combine pioneering technology with a sense of fun.

Specifications

Specifications
2020 Honda e
VEHICLE TYPE rear-motor, rear-wheel-drive, 4-passenger, 4-door hatchback
BASE PRICE (UNITED KINGDOM) e, $35,000; e Advance, $38,000
MOTOR DC motor, 134- or 152-hp, 232 lb-ft; 35.5-kWh lithium-ion battery pack
TRANSMISSION single-speed direct drive
DIMENSIONS Wheelbase: 99.9 inLength: 153.3 inWidth: 69.0 inHeight: 59.5 inCargo volume: 6 ft3Curb weight (C/D est): 3350–4000 lb
PERFORMANCE (C/D EST) 60 mph: 7.6–8.2 sec1/4 mile: 16.1–16.7 secTop speed: 90 mph
EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 108/115/110 MPGeRange: 100 miles

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Of the myriad E-class models that Mercedes-Benz offers, the six-cylinder E450 sedan is perhaps the most traditional example of Benz’s long-serving mid-size offering. For the 2021 model year, the E450 becomes an even more compelling midrange option, thanks to the adoption of Benz’s latest turbocharged 3.0-liter inline-six engine in place of the previous twin-turbo V-6.

2021 Mercedes E-Class Is Refreshed, Adds Hybrid

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The new powerplant comes as part of a mid-cycle update that also brings revised styling and updated technology features to the full 2021 E-class lineup. And in every objective category, this inline-six is a winner. Its 362 horsepower and 369 pound-feet of torque are identical to the outgoing V-6’s. But it’s a fully modern design, incorporating a 48-volt hybrid system with an electric motor-generator that can add up to 21 horsepower and 184 pound-feet to assist the engine while the turbo spools up.

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Mercedes-Benz

HIGHS: Silky inline-six, cushy and composed ride, luxurious cabin.

Aided by a standard nine-speed automatic transmission and 4Matic all-wheel drive, our test car ran to 60 mph in 4.3 seconds and completed the quarter-mile in 12.9 seconds at 108 mph. Both of those times are 0.2 second quicker than those we recorded for a 2019 E450 4Matic sedan. The new engine is also more fuel efficient than the old V-6, earning a 26-mpg combined estimate from the EPA versus the previous 23 mpg. Remarkably, the E450’s combined rating is now 1 mpg greater than that of the far less powerful four-cylinder E350 4Matic model. We averaged 24 mpg.
In the stately E-class, the new six’s smooth power delivery is as welcome as its efficiency. While the engine will emit a sonorous growl when pushed hard, it idles quietly enough that you hardly can tell that it’s running. And the 48-volt hybrid system allows for a remarkably unobtrusive start-stop operation, shutting off the engine as you approach an intersection and imperceptibly starting it back up when you set off.

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Mercedes-Benz

LOWS: Overly complex infotainment system, long stopping distance.

We won’t knock the E450 for not being very sporty; it wafts down the road like a true luxury sedan should, which makes it easier to enjoy its sumptuous and beautifully trimmed cabin. Ride quality is buttery smooth with our test car’s combination of standard 18-inch wheels with all-season tires (19s are optional), adaptive dampers, and optional $1900 air springs. There is a Sport mode that tightens up the steering action and body motions, but the E450’s composure feels best at a relaxed cruise. Although our test car posted a respectable 0.88 g of grip around the skidpad, its long 187-foot stop from 70 mph is closer to what we’d expect from a full-size pickup.

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Mercedes-Benz

Benz’s latest MBUX infotainment system is also included in the E-class’s most recent update, yet it often feels like a step backward from the previous COMAND system in terms of ease of use. Compared to the old setup’s relatively straightforward central control knob, the new system’s combination of a touchscreen, a touchpad on the center console, voice control, and a mix of touchpads and buttons on the new steering wheel make for a complex interface. The displays have a crisp, modern design, but the learning curve for navigating the system’s many sub menus is steep.
Yet, we won’t hesitate to say that the E450 feels worth its $63,050 starting price—a $5250 upcharge over the E350 4Matic. It may not be as exciting as AMG’s more-powerful versions of the E-class. But even at our well-equipped example’s $76,140 as-tested figure, the smooth, effortless power provided by Mercedes’s new inline-six only adds to the E450’s impressive levels of luxury and refinement.

Specifications

Specifications
2021 Mercedes-Benz E450 4Matic
VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door sedan
PRICE AS TESTED $76,140 (base price: $63,050) 
ENGINE TYPE turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement 183 in3, 3000 cm3Power 362 hp @ 6100 rpmTorque 369 lb-ft @ 1600 rpm
TRANSMISSION 9-speed automatic
CHASSIS Suspension (F/R): multilink/multilinkBrakes (F/R): 14.2-in vented disc, cross-drilled disc/14.2-in vented discTires: Goodyear Eagle Sport All-Season RunOnFlat, 245/45R-18 100H M+S MOExtended ★
DIMENSIONS Wheelbase: 115.7 inLength: 194.3 inWidth: 73.7 inHeight: 57.8 inPassenger volume: 97 ft3Trunk volume: 13 ft3Curb weight: 4252 lb
C/D TEST RESULTS 60 mph: 4.3 sec100 mph: 11.0 secRolling start, 5–60 mph: 5.1 secTop gear, 30–50 mph: 2.8 secTop gear, 50–70 mph: 3.5 sec1/4 mile: 12.9 sec @ 108 mphTop speed (governor limited): 128 mphBraking, 70–0 mph: 187 ftRoadholding, 300-ft-dia skidpad: 0.88 g
C/D FUEL ECONOMY Observed: 24 mpg
EPA FUEL ECONOMY Combined/city/highway: 26/23/30 mpg
C/D TESTING EXPLAINED

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