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Car and Driver
an hour ago
- Automotive
- Car and Driver
2026 Vanquish Volante Drive: The Aston Martin of Aston Martins
Posh, high-performance coupes and convertibles have long been Aston Martin's stock in trade. Modern Aston Martin's pursuit of growth—part of its quest for profitability—has seen the brand expand into sports cars, supercars, SUVs, and ultra-low-production variants thereof. But ultrafast, ultraluxe, and ultralovely grand touring coupes and convertibles remain at the brand's core. Cars like the new Vanquish, which arrived last fall as a stunning coupe, and now the Vanquish Volante, its open-top counterpart. Both stand as the ultimate expression of Aston Martin–ness. That means the Vanquish occupies a loftier perch than the thematically similar DB12, which also is available in Volante form. Differences versus its penultimate sibling can be summarized as: size, style, and motivation. Befitting its status, the Vanquish is the most grandly proportioned of Aston Martin's grand tourers. It is 6.5 inches longer overall, and its wheelbase extends 3.1 inches inches further than the DB12's. All of that extra wheelbase is situated between the base of the windshield and the front axle, as the front of the car effectively stretches forward, a visual totem of the Vanquish's other great differentiator: its V-12 engine, which nestles entirely behind the front axle. view exterior photos Aston Martin The twin-turbocharged 5.2-liter V-12 is a fresh design, even as this engine configuration dwindles to a tiny dot in the firmament of modern powertrains. But it burns more brightly than ever, boasting 64 more horses than Aston's last V-12, its 823 horsepower and 738 pound-feet of torque sent rearward to an eight-speed ZF transaxle, which incorporates an electronic differential. Unleashing that much thrust on public roads (particularly in the crowded environs of New York City) is a challenge, and for a while, we're only able to delve partway into the accelerator's long travel. After crossing the Hudson, we succumb to brief bursts on the Palisades Parkway. They reveal a ferociously reactive powertrain that lets loose a refined roar when provoked. We flap the paddles to extend the music, which is more vocal in Sport than in the standard GT mode, although you can also switch to the louder exhaust mode via a button on the center console. Far outside the city at last, we're able to give the Vanquish Volante more leash. The ZF gearbox—a torque-converter automatic rather than a dual-clutch—manages to be both ultraquick and supersmooth. Powering out of corners or pummeling empty straights, the V-12 just pulls and pulls, with tremendous torque across a wide band—max grunt is available from 2500 rpm. Even at go-directly-to-jail speeds, there's still so much more. Aston claims a top speed of 214 mph. Carbon-ceramic brakes, which were optional on the DBS, are standard on the Vanquish. With just one set of hardware to tune for, Aston's engineers were able to dial in fantastic brake-pedal action that responds more to pressure than to travel and yet doesn't feel overly touchy. It perfectly complements the accelerator-pedal effort and even the steering heft, creating harmony among the major controls. view exterior photos Aston Martin There are four drive modes—GT, Sport, Sport+, and Wet—as well as an Individual setting to mix and match from among them. But the changes they effect are subtle. In any mode, the steering remains perfectly weighted and more relaxed than darty. The Aston Martin–blend Pirelli P Zero PZ4s (275/35ZR-21 front, 325/30ZR-21 rear) are certainly low-profile, and yet this Aston never feels harsh, even over broken pavement—of which we encountered plenty in our drive from midtown Manhattan out to the hinterlands and back. The Vanquish is utterly composed over lumpy, twisting two-lanes tackled at extralegal speeds, the chassis tuning allowing enough compliance to keep from upsetting the car. This is a grand tourer, not a racer. view exterior photos Aston Martin Simon Newton, Aston's director of vehicle performance, says that the convertible was developed alongside the coupe, and that they aimed to deliver the same driving performance between the two. They adjusted for the slight weight difference (Aston says the Volante is about 200 pounds heavier with a claimed 50/50 weight distribution) by increasing the rear spring rates and front anti-roll-bar stiffness each by 7 percent. On the subject of stiffness, the convertible adds a structural crossbrace behind the front seats, and there's extra structure across the top of the rear suspension and in the sills. Like the coupe, the Volante's bonded-aluminum architecture is draped in carbon-fiber body panels. And what panels they are. The Vanquish is, quite objectively, a stunner, no less so in Volante form than as a coupe. The compact-stacking fabric top doesn't interrupt the graceful bodywork when tucked away, and it stows in just a claimed 14 seconds, a feat that can be performed on the move at low speeds. Raise the top (in 16 seconds), and it provides eight layers of insulation from the world outside. view interior Photos Aston Martin The world inside is leather lined and beautifully finished. Like the coupe, the Volante is strictly a two-seater. Those seats are comfortable, and without over-large side bolsters, ingress and egress aren't needlessly challenging. Behind them, small coves can accommodate a small backpack or handbag. You sit deep in this car, with the beltline up around shoulder level and a fairly high cowl. The slope of the dashboard, scooped-out door panels, and a console that's lower than in the DB12 keep the interior from feeling confining, however. The long hood falls away from view, which can be somewhat disconcerting when parking in close quarters, but there is a dedicated hard button to instantly summon the parking cameras (with a choice of views), which is helpful. view interior Photos Aston Martin Aston has retained physical switchgear in the Vanquish, and that's part of what makes this car so welcoming to the driver. Its most future-techy aspect is the standard integration of Apple CarPlay Ultra. The system takes over not just the central touchscreen but the instrumentation display as well. And while you don't have to hop out of it to operate climate controls or other screen-based vehicle systems, it was otherwise unimpressive. We found the system to be glitchy, Siri to be obtuse, and the phone-based navigation to be useless when we were out of cell range. We ended up quitting out of it in favor of the native navigation. Really, the Vanquish Volante is about classicism, not the latest gadgetry. The beauty of long-hood-short-deck proportions, the sound and fury of a V-12 engine, and the experience of open-air driving—those are what's central to this car. These desirable elements make the Vanquish Volante the grandest of grand tourers, one that comes at an equally rarefied price: $489,700 (inclusive of destination and, ahem, gas-guzzler tax). The upcoming supercars are sure to be still more expensive, but while you can pay more for an Aston Martin, this grandest grand tourer strikes us as the ultimate Aston Martin. view exterior photos Aston Martin Specifications Specifications 2026 Aston Martin Vanquish Volante Vehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door convertible PRICE Base: $489,700 ENGINE twin-turbocharged and intercooled DOHC 48-valve V-12, aluminum block and heads, port fuel injection Displacement: 318 in3, 5204 cm3 Power: 823 hp @ 6500 rpm Torque: 738 lb-ft @ 2500 rpm TRANSMISSION 8-speed automatic DIMENSIONS Wheelbase: 113.6 in Length: 192.5 in Width: 78.0 in Height: 51.0 in Trunk Volume: 7–8 ft3 Curb Weight (C/D est): 4500 lb PERFORMANCE (C/D EST) 60 mph: 3.3 sec 100 mph: 6.7 sec 1/4-Mile: 11.2 sec Top Speed: 214 mph EPA FUEL ECONOMY (C/D EST) Combined/City/Highway: 16/13/21 mpg Reviewed by Joe Lorio Deputy Editor, Reviews and Features Joe Lorio has been obsessed with cars since his Matchbox days, and he got his first subscription to Car and Driver at age 11. Joe started his career at Automobile Magazine under David E. Davis Jr., and his work has also appeared on websites including Amazon Autos, Autoblog, AutoTrader, Hagerty, Hemmings, KBB, and TrueCar.


The Independent
15-07-2025
- Automotive
- The Independent
Bentley's dog-friendly concept previews new electric urban SUV
Bentley is heading to an electric future, and this concept gives us our biggest clues yet what it will look like. The Bentley EXP 15 is a futuristic three-seat grand tourer concept that looks to the future while tipping its hat to the past. This is not a car you'll see on the road any time soon – or ever, in fact. Like all EXP models (EXP standing for Experimental Prototype) this one is a statement of intent, not a showroom model. But it's a bold and brilliant one, offering a taste of where Bentley is headed as it embarks on its journey into electrification with its all-electric urban SUV due to be unveiled next year. Inspired by the legendary 1930 Bentley Speed Six Gurney Nutting Coupe – better known as the 'Blue Train' – the EXP 15's proportions are unmistakably grand. There's a long 'endless' bonnet, a rearward-set cabin and a proud upright grille. It's every inch the grand tourer of Bentley lore, albeit wrapped in some very 21st-century tech and style. Just like the original Blue Train car that famously raced across France faster than the train it was named after, the EXP 15 has performance in its DNA – even if we don't yet know the numbers. It's imagined as a fully electric, all-wheel-drive machine, capable of covering big miles in silence and style, with a long range and fast charging. What you can see, though, is dramatic. The front grille remains large and iconic – despite not needing to feed air to a combustion engine – and now acts as a digital canvas lit up with intricate LED detailing. Slim lights frame it like jewellery, while a new 'prestigious shield' tailgate design and muscular rear haunches make for a powerful stance. Active aerodynamics, including deployable spoilers and a rear diffuser, show Bentley is serious about EV efficiency. Perhaps the most intriguing part of EXP 15 is the inside. Bentley's interior designers have let their imaginations off the leash and the result is a remarkable fusion of old-school craftsmanship and the very latest tech. The three-seat layout places the driver and a rear seat behind one another on one side, while the passenger gets a throne-like perch with a canopy that can wrap around them for privacy. Naturally, that seat swivels outwards to aid graceful exits. Then there's the tech. A huge dashboard spans the cabin, capable of switching from digital interface to beautiful wood veneer at the touch of a button. Nestled within is the so-called 'mechanical marvel' – a delightful centrepiece of moving illuminated fingers that's part art installation, part instrument cluster. It's Bentley's way of blending the physical and digital, and it works a treat. Even the boot gets in on the act – lift the rear hatch and you'll find not just storage but picnic seating, an ambient lamp and a fridge for chilled drinks. It's glamping, Bentley-style. Material choices are equally imaginative. A 100% wool textile by Fox Brothers – the firm behind thorn-proof cloth for centuries – features in a damson ombre finish, paired with 3D-printed titanium trim. A fine silk jacquard from Gainsborough Textiles – another British heritage brand – lines parts of the interior, while a new aluminium-based paint finish called pallas gold adds a liquid metal sheen to the bodywork. Cleverly, it's thin enough to let radar signals pass through it, making it future proof for autonomy, too. Bentley design boss Robin Page said 'the beauty of a concept car is not just to position our new design language, but to test where the market's going. It's clear that SUVs are a growing segment and we understand the GT market – through four generations of the Continental GT – but the trickiest segment is the sedan because it's changing. Some customers want a classic 'three-box' sedan shape, others a 'one-box' design, and others again something more elevated. So this was a chance for us to talk to people and get a feeling.' The exterior follows five design principles that will inform Bentley's future production cars: Upright Elegance, Iconic Grille, Endless Bonnet Line, Resting Beast stance, and Prestigious Shield. There's even a nod to thoroughbred horses in the car's silhouette – gently upright and poised like a champion ready to gallop. Inside, the guiding themes are just as poetic: Wing Gesture design for the dashboard; Bold Gravitas for generous surfaces and real materials; Cocooning Haven for comfort and privacy; Iconic Details like knurled switches and diamond patterns; and Magical Fusion – the blend of digital and mechanical that makes this interior so special. As ever with Bentley, it's not just about looking good – it's about feeling good. EXP 15 is designed to be thoughtful, intuitive and luxurious in equal measure. Whether it's adjusting to your mood, accommodating your pet or serving up a fridge-chilled drink from the boot, this concept has all bases covered. So no, you won't be able to buy the EXP 15 – but you will see bits of it again, especially in next year's Luxury Urban SUV, which will be the first reimagined production Bentley for the electric age.


ArabGT
09-07-2025
- Automotive
- ArabGT
Electric Bentley EXP 15 Breaks Tradition, Reimagines Prestige
Bentley has previewed its most ambitious future yet with the online unveiling of the electric Bentley EXP 15—a jaw-dropping concept that redefines the very definition of luxury in the modern era. When it takes center stage at Britain's 2025 Goodwood Festival of Speed, this three-door, three-seat behemoth will represent a landmark moment in the history of the British marque. ArabGT's founder `Musab Shashaa will report exclusively on location, bringing us unique insights regarding this long-awaited spectacle. In a time when the auto universe is being rocked on its foundations by technology comes the electric Bentley, which can only be a statement of intent. More than showing evolution, the EXP 15 effects reinvention. From reckless architecture and Spartan interior designed for excess, not accommodation, Bentley is redefining what should be an electric grand tourer. Designing for Tomorrow, Where Heritage Counts Most Visually, the electric Bentley EXP 15 blends refined old lines of a coupe and angular forward-looking statements. Out front, a lit redefinition of Bentley's fabled grille—now laced with luminous crystalline surfaces—announces the agenda right off. It's a motorcar that bows to history but looks forward. Its most surprising feature, perhaps, lies in its three-door configuration—the two doors on one side and one on the other—a deliberately devised arrangement emphasizing exclusivity and Bentely's streak for unorthodoxy. Aboard the Electric Bentley: Three-Person Luxury While most mass production EVs aim for numbers, electric Bentley's EXP 15 delivers a bespoke, intimate cockpit for just three people. It's a triumph of craftsmanship: organic, sustainably-made leather sits alongside hand-shaped aluminium and opulent detail work in wood. Its interior is headed by a horizontally sweeping curved digital instrument panel that connects driver to center of the auto, and in rear, are reclining, rotating, or smart stowage seats—with options for a personal pet corner. Everything's about enhancing that personal luxury experience. Wiring the World: All-Electric with All-Wheel Drive While no complete technical specifications have been unveiled by Bentley, the EXP 15 has been confirmed to be a full electric Bentley that will employ a sophisticated all-wheel-drive powertrain. With extended range and fast recharging, it establishes the benchmark for Bentley's first production EV, which will likely happen within several years. This Concept Electric Bentley draws styling inspiration from one of Bentley's all-time greats, a 1930s Speed 6 racing legend. By tying past and future together not just in styling, but in spirit, it extends that legacy forward. A New Emblem for a New Electric Era To coincide with the EXP 15's debut, also arrives Bentley's re-designed winged logo—the biggest redesign in a time frame of over two decades. More agile, more angular, the re-designed badge draws inspiration from the falcon to relay speed, grace, and forward movement, which reflects the brand's electric future. Electric Revolution Starts for Bentley With EXP 15, Bentley is not just launching a vision—it's penning its future chapter. It's an electric Bentley that's a statement of belief in tomorrow, which brings handcrafted luxury expertise together with future-proof electric power. Although the EXP 15 will not find its way to showrooms in production form, its DNA and soul will shape forthcoming electric production Bentleys. It's a significant step towards a future where British luxury and electric power coexist in complete harmony. Can the electric Bentley maintain the marque's aura of exclusivity in this shifting global EV marketplace? And can the EXP 15 be considered a landmark in luxury auto styling? Get involved and have your say.
Yahoo
08-07-2025
- Automotive
- Yahoo
Used Audi E-tron GT 2021-2024 review
The Audi E-tron GT is far more than a Porsche Taycan in different clothes. The two share their J1 architecture and near-identical proportions, but while the sportier Porsche's goal is driver appeal, Audi's flagship EV plays the role of electric grand tourer. The softer-edged E-tron GT was launched in 2021 and cost around £85,000 new, or closer to £100k with options. Depreciation hasn't been kind on the E-tron, though, which means you can now snap up Audi's elegant electric GT for a scarcely believable £30,000. Older Taycans are now going for similar cash, and you can pick up a Tesla Model S for even less money – but Ingolstadt's EV exec could be the smarter buy. The Audi feels every bit the premium proposition inside, decked out with gleaming polished metals, plush leather and a brace of crisp digital displays. Unlike the screen-first Taycan and Tesla, though, the Audi's cockpit majors on tactile appeal and ergonomics, with its glossy screens complemented by conventional button-operated climate controls that are far easier to operate on the move. The Audi doesn't offer more space than the Taycan, but even with its rakish roofline there's plenty of room inside. Taller passengers might find the rear a little snug, but most cars have been optioned with a panoramic roof, which makes the cabin feel airy. The boot holds just 405 litres and the opening is narrow, but it's easy to fold the seats and slip your skis/clubs/rods in. Unlike the Taycan, the E-tron GT came exclusively with a dual-motor, four-wheel-drive powertrain producing 469bhp as standard, or 523bhp with launch control activated for a 0-62mph time of just 4.1sec. If, mystifyingly, you find that too sedate, consider the 590bhp RS E-tron GT: activate its launch control and power jumps to 637bhp for 0-62mph in a blistering 3.3sec. That's impressive in anything, never mind a 2.3-tonne saloon. Full-bore launches, though, will quickly drain the battery, but the E-tron has plenty of tricks up its sleeve to keep range anxiety at bay. As standard, it's fitted with a 93kWh battery, which gives the entry-level E-tron GT Quattro a 298-mile range (283 miles in the RS). You're more likely to achieve 230-240 miles in the real world, and while that's some way off the Model S (350 miles), it's better than an entry-level Taycan, which can return only around 220 miles from its smaller 79kWh battery. You can get the Taycan with the same 93kWh battery, but a tidy 2021 dual-motor 4S (with similar performance to the Audi) that has covered around 20,000 miles will cost you around £3000-£4000 more than an equivalent E-tron GT. Because the Audi inherited the Taycan's 800V architecture, it can charge at up to 270kW, which means a 10-80% boost takes only around 25 minutes. You'll barely have time to grab a coffee if you stop and charge at a motorway services (with a suitably quick charger), and such speeds mean you'll feel comfortable doing longer journeys, too. In fact, it's on these longer road trips where the E-tron comes into its own. It hides its mass incredibly well, with a 50:50 weight distribution endowing it with impressive balance and agility. Sure, it's not as dynamic as the Porsche, and its steering lacks a bit of communication, but as we said when we tested the car in 2021: 'The Audi rides with a luxurious plushness befitting its remit.' The GT does have a number of known issues, and dealerships and independent specialists are familiar with what tends to go wrong. While the GT has less moving parts than its ICE counterparts, there are plenty of things that can still break or fail. Like many electric cars, most of the issues that afflict the GT are software related, but these can typically be resolved via an update at a dealer. We'd also recommend getting a dealer warranty should any major components like the battery or motor fail. Drivetrain: Watch out for the dreaded dead throttle pedal, especially after coming to a stop at traffic lights. Turning the car on and off again can cure the issue, but a software update should stop it recurring – check the car's history to see if this has been done. Some 2023 cars were recalled due to battery fire risk, so check to make sure that has been done too. Gearbox: Watch out for the 'Drive system malfunction' message on the dash – various issues can cause it. Worst case is the car will need a new gearbox and coolant system, which can fail, but a software update can sometimes cure it. Tyres: Big EVs with oodles of power generally get through tyres quickly so check the wide, 265-section rubber. A set of four can easily set you back £1000. Brakes: A long brake pedal or fluctuating pressure could mean brake module failure. Replacement costs vary, but a new servo is between £600 and £ sure the brake hoses have been repaired, particularly if you're looking at a 2022-24 car. Front axle hoses could tear, leading to brake failure. Electrics: Cameras and infotainment screens are susceptible to software glitches. Dealer updates should cure them. Same applies to the rear spoiler, which can sometimes fail to deploy. 'Electrical system fault. Safely stop the vehicle' is a warning message you don't want to see. It could mean the front motor is leaking coolant and needs replacing – it can cost around £10k if you don't have a warranty. Dusan Prastalo: 'I've owned a 2022 E-tron GT since July last year and love its stunning looks, high-quality interior and smooth, powerful drive. Despite initial hesitation about battery longevity, I was won over by the design. It's comfortable, has good range (260-280 miles) and solid efficiency (up to 3.9mpkWh). "There were a few early issues – recalls, a brief SOS fault, noisy brakes and rattling plastic trim. Surprisingly, build quality doesn't feel as premium as on my older Audi TT and A1. Still, I enjoy the driving experience and performance, though Audi could have done better with traditional quality details like door feel and cabin refinement.' E-trons need servicing at a dealer or specialist every two years or 20,000 miles, whichever is first. The standard Goodyear Eagle F1s are tailored towards efficiency, so if you want a bit more grip you might consider swapping them for Michelin Pilot Sport 4s. E-tron GTs are available in Vorsprung trim; RS versions come in Carbon Black, which adds sporty black styling, or range-topping Carbon Vorsprung, which has a carbonfibre roof and Alcantara cabin trim. Eagle-eyed car spotters will have noticed that the Audi E-tron GT and Porsche Taycan share the same glasshouse and low-slung, wide stance proportions, but neat work by designers meant that the Audi very much had its own identity. If anything, it was the more eye-catching of the pair, with its sharp creases over the wing and fake grille at the front giving it a more distinct identity than the slightly amorphous Porsche. Under the skin, however, there was nowhere near as much differentiation. The Audi used the same, heavily modified version of the MSB platform that used a mix of aluminium and high-strength steel for rigidity and lightness. Even so, it was no flyweight, with our scales registering it at a portly 2351kg - although the mass was at least apportioned in a near perfect 50:50 distribution over the front and rear axles. Take a look at the mechanical specification and it wasn't hard to fathom why the Audi was such a heavyweight. For starters, the GT used a pair of AC synchronous motors, one driving the front axle and one at the rear. While the one at the front was driven through a single-speed gearbox and an open differential, the one at the rear had a two-speed transmission that helped the car to deliver both launch-control-assisted maximum acceleration and a long-legged cruising gait. Power was rated at 469bhp, but with launch control engaged you had access to 523bhp for two and a half seconds, while torque was increased to 472lb ft for the same period, although this was a fairly modest uplift from the standard 464lb ft. Powering these motors was a large 93kWh battery (of which 84kWh was usable) that was carefully packaged under the floor to maximise interior space and keep the centre of gravity as low as possible. All in there were 33 battery modules, each comprising 12 separate pouch cells, which were individually monitored for voltage and temperature. Like the Taycan, the E-tron GT also benefitted from an 800V architecture, which meant it was capable of very rapid DC charging (where available) of up to 270kW in as little as 30 minutes. This set-up allowed for a higher consistent output from the battery and required less chunky cabling, saving weight and complexity. Suspension was double wishbones at the front and a multi-link arrangement at the rear, while adaptive dampers and coil springs were also standard. Our top-of-the-range Vorsprung test car, however, added the height-adjustable three-chamber air suspension, as well as four-wheel steering, which turned up to 2.8deg in the opposite direction to the fronts below 31mph, then in the same direction from around 50mph upwards. The E-tron GT's Porsche roots were on display front and centre here: the cosseting driving position placed you at the centre of the action, especially so given the panoramic view forward offered by the wraparound windscreen. There was a wide range of seat and wheel adjustment, while the pedals were arranged well, with the centrally located brake allowing comfortable use by either the right or left foot. The steering wheel had a nicely thin rim, while metal paddles on the back of the spokes gave quick access to the three-stage regenerative braking. Ahead of you sat the brand's trademark Virtual Cockpit. Given Audi's obsession with touchscreens, it was gratifying to see that the E-tron GT had ditched the multiple TFT screens of lesser models for a better balanced combination of glossy infotainment display and more traditional push-button climate control unit. Yes, the blocky temperature display graphics looked a bit old hat, but it was a price we were willing to pay for an intuitive heating and ventilation system that was a doddle to use on the fly. Sitting above this was the large 10.1in MMI infotainment screen, which was also fairly straightforward to use, with crisp graphics and a logical menu layout. There were no hot keys or rotary controls whatsoever, though, and if you wanted to skip musical tracks or adjust the volume without using the screen, you had to use a bizarrely small touchpad on the transmission tunnel. It was generally a quiet and relaxing place to pass the time, with wind noise well checked and road roar only becoming noticeable on coarse surfaces. Of course, the motor was unobtrusive, but over bumps this only highlighted the surprising amount of creaks from the interior trim; perhaps a corollary of being made as light as possible to offset the weight of the motor and batteries. The materials all looked like they were up to Audi's top-notch standards, but squeeze and poke a little and you'd discover they were underpinned by fairly flimsy materials. Given its generous external dimensions, the E-tron GT was no more than adequately practical, matching its close relation the Porsche Taycan. There was plenty of room for the driver and passenger, while even those sitting in the second row got more space than you'd think, especially for a car with such a low-slung roofline, although those over six foot would have found their head just scraping the ceiling. Oddment stowage wasn't particularly impressive, running to a couple of cupholders in the centre console, a small compartment under the armrest between the front seats and shallow door bins. The 405-litre boot was a decent size, however, even if the opening was narrow, while the rear seats could be folded flat quickly and easily. Under the bonnet was a small area for overflow luggage, plus it held the tyre mobility foam and compressor, as well as the first aid kit. We'd become used to the instant acceleration offered by pure electric vehicles, but the energy with which the E-tron GT launched off the line was impressive. Given this was the entry-level model, the numbers weren't as outrageous as some, but a 0-60mph time of 4.1sec was not to be sniffed at, while 100mph came up in a fraction over nine seconds. In sports car circles, these were major-league figures. Of course, accelerative forces aside, there was nothing remarkable about the way the Audi delivered its performance. Simply engage Dynamic mode and hold the car on the brake with your left foot before mashing the throttle with your right (to ensure you had the full, launch-control-assisted 523bhp), then release the brakes and away you go. In the dry there was no wheelspin, the computers meting out just the right amount of torque from the motors to balance against the available traction, while the noise was a cross between a Tube train pulling out of a station and a starship hitting warp drive, although it was quickly drowned out by the rush of wind from around the A-pillars and the roar of tyres on Tarmac. So it came as something of a surprise that this linear surge of acceleration was interrupted by a jolting gearchange from the rear axle's two-speed transmission as it shifted from the lower sprint ratio to the longer cruising gear. Each and every acceleration run it fired home with the same abrupt violence that was at odds with the usual silky-smooth EV delivery. Fortunately, this quirk rarely manifested itself on the road, where even in its taller-striding second gear, the Audi had more than enough pace in reserve to rarely require a shift down to first. In fact, it was on the road that the GT's performance was most impressive, feeling furiously quick when needed but not quite as intimidatingly fast as the more powerful RS versions or the closely related Porsche Taycan Turbo S. Power could be accurately deployed and the instant muscle allowed easy and safe overtaking. The combination of all that available muscle and four-wheel drive traction allowed you to deal with most slower traffic with little more than a toe flex. Yes, it was aurally undramatic, but this strong and silent character suited the E-tron's GT schtick down to the ground. When you needed to slow down, the Audi did a decent job of blending between regenerative and friction braking, with both a progressive pedal action and strong retardation power. However, that was partly because the slowing effect of the electric motors in their generating mode was ever so subtle, to the point of not existing in its default setting. You could dial up the resistance by two further stages by pulling on the left-hand 'shift' paddle on the wheel, but even in its strongest setting there was very little 'engine' braking. This was not a car that could be driven using one pedal. Despite the car's close mechanical and structural relationship to the Porsche Taycan, engineers at Audi were keen to ensure that the E-tron GT had its own unique character, and overall they succeeded. That meant the Audi wasn't as dynamic or engaging a machine as its Zuffenhausen twin, but in many ways its more laid-back and slightly detached feel was more in keeping with its efficient and slightly antiseptic electric drivetrain. Like the Porsche, however, the Audi did a great job of disguising its not inconsiderable 2351kg mass, according to our scales. Crucially, this mass was set low and spread with near perfect equity between the front and rear axles. It meant that on the road the GT felt far more balanced and agile than any car weighing this amount had a right too, slicing through corners with a flat attitude and feeling planted during quick direction changes with barely any hint that the car could literally be carried away with all that mass. Push harder and the Audi started to lose its composure a little, with big compressions and sudden crests seeing it become just a touch ragged, and lack ultimate body control. The suspension just also struggled to keep a handle on proceedings as it reached its limits, and lacked the Porsche's active anti-roll bars and more focused spring and damper rates. There was no waywardness as such, but it acted as a gentle reminder that you probably didn't want to try any harder. Like in ICE Audis, the steering didn't offer much in the way of weighting, but it was quick and accurate, and allowed you to place the large E-tron GT just where you wanted it. There wasn't a great deal of feel, while switching to the Dynamic setting merely added some artificial feeling of weight and resistance, but then this wasn't a car that encouraged you to press-on – as its name suggested, it was more of a GT car, which was something it was rather good at. Dial back on your commitment and the Audi was a quick, capable and easy-going companion. The instant squirt of torque, those light controls, and the grippy and precise handling allowed you to cover ground at an astounding rate without breaking a sweat. As a way of getting from here to there in as fast and fuss-free a manner as possible, the E-tron was mighty impressive and (whisper it) arguably better suited to its electric drivetrain than the Porsche. On the Vorsprung's standard air springs there was some waft to the high-speed ride, the GT coping well with smoothly surfaced yet roughly foundationed sections of Tarmac. Sharper ridges and broken Tarmac did result in the occasional jarring thud, but that was partly down to those massive 21in RS wheels. Overall, though, the Audi rode with a luxurious plushness befitting its remit. The E-tron GT needed to work a bit harder in terms of range. A claimed 298 miles was possible, according to official WLTP figures, while our calculations suggested a touring range of around 227 miles could be achieved. Either way, both those figures were well over 100 miles off what Tesla claimed for its big five-seat Model S, and for many buyers that would be a decisive advantage. Given how closely related the E-tron GT is to the Porsche Taycan, it would be easy to assume that this was just a cynical exercise in badge engineering; and because of the way electric motors deliver their performance, the similarities are in some respects uncanny. Yet the real surprise was that the more time you spend with the Audi, the more you realised the brand's engineers had imbued it with its own distinct character. One that was better than the Porsche? No, but it was different. It wasn't quite as engaging or ultimately as capable, but it wasn't far behind and it slipped into your life even more easily, looked better and had an interior that worked more intuitively. Ultimately, there was a place for both, but there was also an argument that the Audi's character, with its softer ride and lighter controls, better suited the easier-going EV vibe. It wasn't at its best in Vorsprung guise, which added more than £25,000 to the price in exchange for many dynamic enhancements that did little to enhance driver engagement. That said, the E-tron GT was a hugely capable and likeable car, and one that signaled an all-electric future was one to be embraced rather than feared. ]]>


Auto Blog
05-07-2025
- Automotive
- Auto Blog
Ferrari Amalfi Gallery: Another Italian Beauty In Pictures
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Any day Ferrari introduces a new grand tourer is a good day This is the new Ferrari Amalfi, a GT that replaces the stunning Roma. The Amalfi's first job, then, is to look the part – like most Ferraris, its seductive lines do not disappoint. A powerful twin-turbocharged V8 and a sporty dual-cockpit layout inside are other appealing ingredients that form part of the new coupe. Let's take a closer look at the new Amalfi. 0:03 / 0:09 The Ford Mach 4 could be the brand's first sedan since 2020 Watch More 1 Minimalist lines, a wedge theme, and geometric volumes are the leading traits of the Ferrari Amalfi's exterior design. The resemblance to the Roma is obvious, but the Amalfi has a cleaner front fascia than the Roma as it does away with a conventional grille area. 2 The dark, recessed band that runs below the hood cleverly conceals the car's lights and sensors. 3 Flush-fitting door handles and 20-inch wheels define the side view, which is also devoid of superfluous creases and bulges. If you prefer your supercars to be less beautiful but more extreme, take a look at the new Corvette ZR1X. 4 At the back, Ferrari's signature quad exhaust outlets more than hint at the Amalfi's performance potential. Ultra-slim taillight cut-outs and a wide diffuser are other visually appealing elements from this angle. 5 Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. A 3.9-liter twin-turbo V8 producing 631 horsepower and 561 lb-ft of torque is at the heart of the Amalfi. That's 19 hp more than the Roma, and it cuts the 0-62 mph time down to 3.3 seconds. The transmission is an eight-speed dual-clutch automatic. If you want a V12 Ferrari, you'll have to look elsewhere. 6 Verde Costiera has been chosen as the Amalfi's launch color. This teal green is said to be 'inspired by the reflections of the sea along the Amalfi coast.' 7 The dual cockpit layout creates a clear separation between the driver and front-seat passenger. Ahead of the driver is a 15.6-inch digital instrument cluster, one of the largest such displays we've come across. 8 From this angle, we can see the 8.8-inch display ahead of the front passenger, which shows information related to audio, engine revs, and G-forces. 9 This interior is finished in Verde Bellagio, another green shade featured in the launch car. 10 The center tunnel is milled from a block of anodized aluminum and houses the gear selector gate and wireless phone charging pad. 11 The standard seats can be upgraded to comfort seats, offered in three different sizes. Seat massaging is available, and it's possible for two children to be accommodated in the back. About the Author Karl Furlong View Profile