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WELCOME TO HYUNDAI’S HAPPINESS MACHINE
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Driving

What is it like to drive?

One of the best things we can say is that the e-tron GT feels very natural to drive, both in a dynamic setting and just going about town. This is key and, in fact, it’s the mission of the car to allay any fears that EV adoption comes with a significant learning curve, not to mention feel lifeless without fuel exploding under the hood.

Is it sporty?

Outside of a few standout quirks, any lingering concerns about the EV’s performance quickly fade. The four-door feels taught and sharp when it comes to inputs but manages to avoid feeling stiff and unyielding. The car very much encourages playful driving and the acceleration feels like it’s egging you on for more.

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Throw in the smooth ride of it all and you’ll find yourself consistently being lulled into a speedy trance. Mercifully, the direct nature of the all-wheel drive power split keeps things engaging while planting the e-tron GT where it needs to be with confidence during backroad thrills.

How does that affect the battery?

Oh, terribly! Fun behind the wheel is paid for in full by the remaining charge, as one would expect. The EPA estimate of 2.5mi/kWh on the e-tron RS GT is below average these days, and the standard GT doesn’t fare much better. For what the e-tron GT is, these numbers are only rivaled by newer, hefty EV trucks like the Rivian R1T and older cars like the Jaguar I-Pace, which we all collectively forgot about.

What about those quirks you mentioned?

The main issue is how the brake regen affects the drive. One of the more detracting elements of EV driving is how it handles creep, the “lift-and-coast” behavior when you’re off-pedal. Much of the hardcore EV crowd enjoy the option of one-pedal driving though it’s a bit nausea-inducing for those not used to it. Audi chose not to include one-pedal driving here and while the intensity of regen can be adjusted, it doesn’t go far enough either way; too weak for one-pedal, too muddy for coasting.

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