In terms of performance, the relationship to the Taycan is clear to see: 590 hp should zoom the E-Tron GT to 100 km/h in 3.5 seconds, and one battery charge should take it more than 400 kilometers.
The production model is clearly visible in the patent office images as well as the latest Erlkönig photos. The overhangs are short, the roofline runs naturally coupe-like and powerfully flared fenders can be seen at the rear. The rear with the y-shaped lights is adorned by a large retractable spoiler. The rear window is flat, but is quite small under the camouflage. At the front, the somewhat wider headlights can be seen compared to the study. The front hood is contoured, and the mirrors are positioned on the door sill as on the concept car.
Lower than an A7 – thanks to flat-floor architecture
The first design sketches for the patent office application show the final design of the production model.
For years, VW’s two subsidiaries Audi and Porsche, of all companies, which are certainly represented in similar segments and performance classes, have been unable to agree on a common platform for larger sporty vehicles such as the Porsche Panamera and Audi RS7.
The underbody is important because Porsche has not only integrated the battery into the floor assembly similar to most electric cars, but has also given the chocolate bar-like shape recesses for the passengers’ feet – the foot garages. These allow the seats to be positioned lower without making it uncomfortable for the occupants, and that in turn allows for a flatter body – just as you’d expect from sporty cars. This even made the E-Tron GT Concept, which is already said to be very close to series production, flatter than the new A7. The latter measures 1.42 meters, while the E-Tron GT is only 1.38 meters high and, at 1.96 meters, beats the A7 by 5 centimeters in width – with a virtually identical length of 4.96 meters.
Astonishing: The front overhang of the E-Tron GT is certainly no smaller than that of the A7. Exterior designer Andreas Mindt comments: Even electric cars need crash structures in the front end, and the many sensors for ever more autonomous driving capabilities cost additional installation space.