Audi e-tron GT Review

If you want pinnacle of the growing Audi electric car range, it remains the Audi e-tron GT. It's one of the fastest electric cars on the market but not to be confused with the Audi e-tron, the SUV that was later renamed the Audi Q8 e-tron.

Instead the Audi e-tron GT is a coupe-styled saloon that is about performance rather than practicality. It has few natural rivals, the most obvious being the Porsche Taycan, with which it shares much, plus cars like the high-tech Mercedes EQE and the impressive BMW i5 M60

Unlike the Porsche Taycan there's no two-wheel drive version, all Audi e-tron GT models come with quattro four-wheel drive as standard. This certainly helps transfer its immense power output to the tarmac and with a 0-62mph time of just 4.5 seconds for the 'standard' model, it's no slouch.

Of course, being an Audi, there's always room for a high performance version and the Audi RS e-tron GT takes things up another notch. This originally had 598PS and a 0-62mph time of just 3.3 seconds. And as if this wasn't enough, a RS e-tron GT performance version was launched when the e-tron GT was facelifted in 2024.

The Audi RS e-tron GT performance is on another level with power upped to a mind boggling 929PS and the 0-62mph time cut to just 2.5 seconds - faster than a Porsche 911 GT3 RS.

The 2024 facelift saw the standard Audi e-tron GT dropped from the range and replaced by the higher-spec Audi S e-tron GT. This has more power and faster acceleration (at 3.6 seconds if you're counting) but the key difference is the increase in range.

The standard model has a claimed range of 295 miles, although as we discovered first hand, you'll be lucky to see 220 miles in real world driving. But thanks to an improved battery, the newer Audi S e-tron GT has a claimed electric range of 374 miles. Post facelift, the claimed range of the RS also improves, up from 280 miles to 365 miles.

For many buyers, the standard e-tron GT will do everything they need it to, but there’s an argument that the S e-tron GT is also worth considering as it gives you the bigger battery, very strong range, huge performance and the sort of richer standard specification that makes the e-tron GT feel properly complete.

The standard e-tron GT quattro still makes sense if you want the look and core GT character for less money, and it's actually the longest-range car in the line-up. But the S is the one that best balances price, pace and desirability.

The RS models are deeply impressive, especially the RS e-tron GT performance, but they are also the point where the numbers become quite hard to justify unless you really want the maximum statement.

The current e-tron GT quattro starts at £88,6055. The S e-tron GT starts at £107,875, the RS e-tron GT starts at £126,475 and the RS e-tron GT performance rises to £166,475.

That means the e-tron GT sits deep into premium performance-EV territory. Even the entry-level car is very expensive, and the upper end of the range is properly exotic in price as well as performance.

The closest rivals are the Porsche Taycan, the BMW i5 M60 and the Mercedes-AMG EQE. The Taycan is the clearest point of comparison because it shares much of the same hardware and feels a little sharper and more focused to drive. The BMW is the more understated and more obviously practical fast EV, while the Mercedes-AMG leans harder into electric muscle and visual drama.

The e-tron GT makes most sense when judged against the Taycan and the BMW. The Audi counters with a stronger sense of style than the BMW and a slightly more relaxed, more luxurious feel than the Porsche. That balance is a big part of the appeal.

The e-tron GT’s boot shrank in the 2025 facelift, dropping from 405 litres to 350 litres. Still, that’s useful enough for a car like this, and the large hatchback-style opening makes it more practical than the sleek shape first suggests. There's also a front boot that's useful for charging cables and smaller items.

That places it slightly behind its key rivals. The Porsche Taycan offers 407 litres, the BMW i5 gives you 490 litres and the Mercedes-AMG EQE has 430 litres. Against that, the Audi’s boot is tight, but is competitive enough for a performance EV, even if others are more practical on outright numbers.

Passenger space is more mixed. Up front, the e-tron GT feels special and properly expensive, with a low, sporty driving position and the kind of seat support you expect in a car with this much performance.

Rear space is usable rather than generous. Two adults can fit in the back for normal journeys, but taller passengers will notice the low roofline and the more enclosed feel. That's really the trade-off for the car’s dramatic silhouette, and it means the e-tron GT is better as a 2+2 GT than a full-on family car.

The e-tron GT is 4,997mm long, 2,158mm wide and 1,389mm high. Those figures explain why it feels so dramatic on the road. It's long, low and wide in a way that immediately gives it real presence.

The central touchscreen system in the Audi e-tron GT itself is reasonably intuitive to use and certainly not as initially overwhelming as that in the Mercedes EQE. The menus are organised by boxes so it's easy to get to the right function quickly and it responds instantly to inputs. It's certainly one of the better infotainment systems we've used.

The in built MMI Navigation Plus isn't the greatest system to use, but we expect most owners will use Apple CarPlay or Android Auto which connects wirelessly and comes as standard on all cars. There's also a wireless charging pad although due to the design, it's located vertically, so you have to slide your phone down into it, side on. It's not the most elegant of designs and makes it easy to forget your phone...

All cars from 2024 come with a Bang & Olufsen Premium 3D sound system, which was previously optional. This really lifts the quality of the sound quality and is well worth seeking out if you're looking at used models. 

Material quality is one of the e-tron GT’s key strengths. The dashboard, seats and switchgear all feel convincingly premium, and the car does a good job of feeling special enough to justify the badge and the price.

It's not quite as opulent as some full-size luxury EVs, but the overall feel is strong. The e-tron GT still manages to feel expensive in the right ways, which suits its GT brief very well.

The current e-tron GT range includes the rear-driven e-tron GT quattro, the S e-tron GT, the RS e-tron GT and the RS e-tron GT performance. That gives buyers a broad spread from seriously quick GT to full-blooded electric super-saloon.

Even the entry-level car is very fast by any normal standard, and it has the longest official range in the line-up. The S is the version that feels most complete, because it adds a major jump in pace without tipping too far into excess.

The RS cars are another level again. They are breathtakingly quick, but they also push the e-tron GT into a much narrower ownership case where the numbers matter more than the everyday balance.

Generally, electric cars and driver enjoyment are not a match made in heaven. Fast electric cars may be, but they tend to be unengaging and - well - just a bit dull. Thank our lucky stars that's not the case with the Audi e-tron GT.

As you'd expect, it feels very much like a Porsche Taycan from behind the wheel. In that not only is it quick, but it also handles exceptionally well - and most of all - is enjoyable to drive. While the majority of EVs leave you feeling cold, the Audi e-tron GT actually had character, making for an engaging drive.

It even makes a good sound. Thanks to the optional e-tron Sport Sound - a £500 extra. Of course, it's an artificial sound, but it still sounds good, both inside and outside, helped by the fact it's matched well to the acceleration and speed of the car. Not something we found with the Hyundai Ioniq 5 N. 

Take the Audi e-tron GT on an adventure into a few corners and you'll quickly discover that it's not all mouth and no trousers. It backs up the straight line performance with incredible grip into corners and impressive traction out. The traction control is a bit intrusive and it's not a car that likes to be out of shape, but for the rest of the time it gives you great confidence in its handling capability.

As mentioned earlier, quattro all-wheel drive is standard, although the e-tron GT will prioritise power to the front motor when the driver selects ‘efficiency’ mode. In slippery conditions or during high-speed cornering, the electric motor for rear-wheel drive is activated five times quicker than with a mechanical quattro drivetrain.

The entry-level e-tron GT features double wishbone suspension with electronic adaptive damping. The e-tron GT Vorsprung and RS models build on this with adaptive air suspension, which is also optionally available for the e-tron GT. 

The standard set-up if more forgiving than a Porsche Taycan making this an impressively cultured performance saloon. In everyday driving it's as comfortable as something like an Audi A4. The ride soaks up road imperfections well and only really gets caught out my really poor surfaces.

Move up to the S and RS models and you get air suspension fitted (it is an option on the standard car) which gives an impressively soft ride for such a performance car. This helps balance out the sportier damper setting and bigger wheels with lower profile tyres. 

From 2024, Audi also introduced an even more sophisticated set-up known as active suspension. During everyday driving, it is designed to neutralise body vibrations on poor road surfaces. Through the Audi drive select system you can set it to compensate for pitch and roll, maximising comfort.

As you might expect given this is a high-end electric car, refinement is excellent. There's minimal wind noise thanks to the low aerodynamic design which makes for quiet motorway progress. There is of course some road noise, but this isn't intrustive thanks to sound deadening between the cabin and the wheels.

Having lived with an e-tron GT for an extended period, we found it a very civilised car to travel in, with no squeaks or rattles inside. Thanks to a different suspension set-up, it's also more comfortable than the Porsche Taycan. 

The Audi e-tron GT shares the broader Volkswagen Group EV safety philosophy of strong occupant protection and a wide spread of active-safety systems, but it hasn’t been independently tested by independent safety organisation Euro NCAP because of its relatively low production volume.

However, the car comes with a broad suite of assistance systems, including the sort of lane support, braking assistance and driver aids buyers now expect at this level.

All current e-tron GT models support up to 320kW DC charging, and Audi says a 10% to 80% charge can take as little as 18 minutes. That's properly rapid by current standards and one of the reasons the e-tron GT works so well as a long-distance EV.

All versions also support AC charging at home or work, and the battery preconditioning and route-planning support make the car easier to use on longer trips than older EVs of this type. In other words, the e-tron GT feels more like a real GT than some electric performance cars that are spectacularly quick but less convincing on a journey.

The Audi e-tron GT comes with Audi’s standard three-year warranty in the UK, made up of two years of unlimited-mileage cover and a third year up to 60,000 miles.

As an EV, it also benefits from separate battery cover, which adds some reassurance if you are planning to keep the car for the longer term. Servicing is due every two years or 19,000 miles, whichever comes first. Keep in mind that premium brands usually have premium servicing costs, and Audi is no exception.

The Audi e-tron GT is a powerful and expensive car, and all versions sit in insurance group 50 of 50.

That's no surprise given the price, performance and repair costs involved, but it's still worth being clear about because insurance is likely to be a major running-cost consideration here.

All Audi e-tron GT models will have to pay the standard annual Vehicle Excise Duty (VED or road tax) rate of £200 after the first year, along with the expensive car supplement. For zero-emission cars, the threshold is £50,000 list price from 1 April 2026. If the version you want goes above that, it adds £440 a year for five years from the second tax payment. In practice, that means an e-tron GT costs £640 a year in VED during that period before dropping back to the standard annual rate afterwards.

That's worth being clear about because the whole current e-tron GT range sits above that threshold, and the extra tax makes a noticeable difference to ownership costs over those five years.