Audi R8 E-Tron - Audi Hit The ‘Off’ Switch

Mercedes and BMW are building electric supercars, but Audi won’t be. Here’s why

The Audi R8 E-Tron won’t be hitting showrooms like the BMW i8 or the Mercedes AMG SLS Electric Drive. So is the R8 E-tron a dud or an opportunity missed by Audi?

The electric version of the R8 carries 577 kg of lithium-ion batteries, but its 1,780 kg weight is only 210 kg more than an R8 V10’s, thanks to extensive use of aluminum and carbon-fiber throughout the lighter, stiffer shell. You might notice that there’s the race LMS version’s carbon bonnet with its deep vent, too, and that the rear window’s been binned to increase rigidity and save weight.

The Audi R8 E-tron won’t be hitting showrooms like the BMW i8 or the Mercedes AMG SLS Electric Drive. So is the R8 E-tron a dud or an opportunity missed by Audi?

Instead of the cackling V8 or snarling V10 behind your head, the T-shaped battery pack mounted behind the seats is joined by an electric motor for each of the rear wheels. They operate each wheel individually, while the whole set-up is liquid-cooled to ensure it delivers the full 380 PS.

At the wheel, other than the 6.8-mm TFT screen that acts as a mirror and the instruments which measure the amount of brake regeneration, it’s standard R8 fare.

At the wheel, other than the 6.8-mm TFT screen that acts as a mirror and the instruments which measure the amount of brake regeneration, it’s standard R8 fare.

It’s when you mash the pedal that you realize this electric car is a little bit special. The 4.2-second 0-to-100 km/h time isn’t as quick as the V10’s 3.9 seconds, but the punch is awesome, with 819 Nm of torque (substantially more than the V10’s 398) on tap from a single RPM.

Audi have made some cars that lack the involvement they promise (we’re looking at you, RS5), so you’d expect an electrified R8 to have lost the plot once it reaches a corner – it hasn’t. Sure, against the V10, the electric whir is like comparing porridge with prime rib, but the sharp turn-in, nicely weighted steering and playfulness are a boon.

Instead of the cackling V8 or snarling V10 behind your head, the T-shaped battery pack mounted behind the seats is joined by an electric motor for each of the rear wheels.

The E-tron doesn’t feel heavy at all, while the brakes don’t have that woody, on-off character like many electric cars, instead cleverly ‘blending’ electric and mechanical systems to squeeze a quartet of carbon-ceramic discs. This means a progressive pedal so you can set up the R8 for a corner and exploit the front-end grip. It’s fun even in the ‘Efficiency’ mode, but choose ‘Dynamic’, switch the ESP off and the E-tron shows its ability and flatters yours.

Here, entry speeds are up, as is mid-corner pace for much faster exits, all thanks to the clever electric torque-vectoring set-up. The system not only brakes each of the rear wheels individually, but accelerates them when needed, too. This gives rock-solid stability under hard braking and, along with special 19-inch tires, lets you push hard out of corners with unshakeable composure. This is an easy car to hustle and makes you feel like a great driver.

Here, entry speeds are up, as is mid-corner pace for much faster exits, all thanks to the clever electric torque-vectoring set-up.

Now, the bad part. After a 12-hour charge, the 214-km range is paltry and you won’t get near it on the track. Then there’s the price: each has cost Audi $1,315,500 to build, which means it doesn’t add up for Ingolstadt’s bean counters.

So while the e-SLS is not as engaging to drive, sadly it’s the R8 E-tron that hits the cutting room floor.