Audi applies quickest badge to sleekest EV. Does it really live up to its label?

Engine: Dual electric motors, 637 horsepower on overboost (590 hp without), 612 pounds feet of torque

Transmission: Two-speed automatic on rear axle

Range: 373 km

Cargo: 350 litres, or 12.3 cubic feet, 51-litre, or 1.8 cu. ft. front trunk

Price: $216,820 including luxury tax and destination. (Base price $184,900, plus $6,650 RS Design Package Red; $1,500 21-inch wheels; $500 Red Calipers; and for $350 Black Badges.)

At full power, the Audi RS e-tron GT erupts in the silent attack of speed that only fast EVs are capable of. The car took me to the speed limit in less time than it took me to gasp at the sensation of it all. But full power is only possible from a stop.

At Audi, RS stands for RennSport. In the past, RS meant Audis with engines that were big in size, output, and character. For example, the 2.5-litre, five-cylinder monster in the TT RS and RS3, or the 621-horsepower, four-litre V8 in the RS6 Avant. The badge usually comes with wide fenders, big tires, and a suspension ready for the world’s fastest racetracks.

In the all-electric Audi RS e-tron GT model, RS means more power.

The two electric motors deliver a combined maximum of 637 hp and 612 lbs.-ft. of torque (motive force). It means bigger brakes by way of trashcan-lid-sized front brake discs with a special coating to stop cosmetic rust and upgraded front calipers to stop nearly 6,000 lbs. of car and occupant. Finally, the RS comes with an adaptive air suspension system to enable almost infinitely small and quick changes to make the car ride and handle better.

Accelerate on the move and max power is 590 horses. In a hefty EV, it doesn’t feel RS-worthy. When you know what the car is capable of from a stop, it’s a bit disappointing.

Otherwise, the Audi is an excellent grand tourer. The air suspension system in the RS gives it the ability to smooth out most roads. With the exception of unpleasant noises on sharp impacts.

The e-tron GT is capable of incredible cornering, helped by the suspension, steamroller tires, and the low centre of gravity that an electric vehicle battery allows.

There is almost zero body roll and the steering feels delightfully hefty.

Aside from heavy weight, the steering is not communicative. The RS GT is like a video game in this way, giving no concept of how close you are to the car’s limits.

In keeping with its grand touring nature and its sleek shape, there is almost zero wind noise at highway speeds. But the car does make up for it in tire noise; there is plenty of rumble coming from beneath you. Depending on the driving mode you’re in, you’ll also be experiencing Audi’s e-tron sport sound.

The RS e-tron GT gets sport sound as standard. It’s a fake noise that uses an additional amplifier and speakers inside and outside of the vehicle. Audi describes it as “already more sonorous than legally prescribed.” I describe it as overly aggressive and much too loud, especially from the outside.

It’s meant to feel a bit like a loud gas car, but it only feels confusing.

The sound gets the attention of everyone around as you drive through town, though. It’s only legally required until about 30 km/h, but Audi’s sound sticks around to highway speeds. It’s slightly less loud in Comfort mode than it is in Dynamic, but it only goes away above 30 in Efficient mode. The RS e-tron GT defaults to Comfort every time you start it up, so it’s tough to avoid the noise.

It’s noise that seems out of place in a car like this.

On the inside, the RS e-tron has 14-way adjustable sports seats and convincing materials in a leather-free cockpit. The seats let you widen or tighten the side and rear bolsters, so drivers of almost any size can get the right fit.

The driver and front passenger seats sit close to the centreline of the car. This means touching elbows in the centre, but, oddly, plenty of space on the outside. Along with the low roof, this makes it tough to get in and out of the Audi.

The RS e-tron GT has an 84 kWh (kilowatt-hour) battery, enough for an estimated 373 km of range. I beat the official range estimates in my time in the Audi with a high of 424 km.

Audi allows charging at up to 270 kW, or five per cent to 80 per cent in 23 minutes. The RS e-tron GT can charge at up to 9.6 kW at home, enough for a full charge in around 10 hours.

The e-tron doesn’t have a one-pedal mode as many EVs do. Just three levels of electric braking that go from “not much” to “slightly more.”

Audi’s RS e-tron GT is a solid, comfortable, and competent electric performance car, but it doesn’t feel wild in the way an RS should. This car feels like it should be badged S, not RS.

Think of it in those terms, and the e-tron GT makes a lot more sense. And is a lot more appealing.

Editor’s note: Please be aware that availability of vehicles depends on supply.