Just where the return of an R8-like model or like offering from Audi leaves the e-tron GT is another question entirely. As learned with the Avus Evo project earlier in this series, SSP 61 is the name for the architecture set to underpin the Taycan replacement and any associated Audi including Avus Evo and/or e-tron GT.
Porsche recently introduced its updated Taycan, and though still based on the current J1 architecture, the accessibility of engineers on this particular model in the the Weissach business offers some insight into what’s being considered for Taycan and thus for Avus Evo or e-tron GT.
Given the nature of EV platforms, the proposed Avus Evo harkening the mid-engine W12 concept car of 1991 can be radically different from the 2+2 grand touring sedan profile cut by the e-tron GT and yet still utilize the same SSP 61 underpinnings.
The question then really is one of budget and market acceptance. Whereas the R8 was a runaway success in its time, the e-tron GT (as strikingly beautiful as it is) hasn’t landed with the same resounding market acceptance. Part of that could be the consumers’ current skeptical of EV products at this time, but part of that too could be the ubiquitous nature of a 4-door sedan and the nature of luxury sedans to be one of the hardest depreciating segments of market whether EV or ICE.
The e-tron GT’s J1 platform mate Porsche Taycan has a longroof wagon variant dubbed Sport Turismo and Cross Turismo, but the once rumored e-tron GT Avant hasn’t come to fruition and suggests diverted budgets may have been the reason for its demise. Would those same budgets stop both Avus Evo and e-tron GT from continuing together? Alternatively, should Audi consider doing an e-tron GT Avant instead of a 4-door configuration?
Time will tell, but we have no doubt Audi is motivated to choose the most successful strategy.
