Battery size: 97kWh
Range: 356 - 384 miles
Max charge rate: 320 kW
E-Rating™: B
Introduction and model history
It says a lot about how good the Audi e-tron GT is that it remains a true poster child for electric cars despite having gone on sale back in 2021. It’s quite something to have remained one of the most desirable EVs on sale despite the number of new EVs that have arrived since then.
Of course, the e-tron GT is Audi’s flagship electric sports saloon, and it’s based on the VW Group’s J1 platform that it also shares with the Porsche Taycan. The GT has always been a more “gran turismo” focused alternative that’s softer and more comfort-oriented than its Porsche cousin, and it also offers more for your money than the Porsche – even if I think we can all agree that the Audi is still, er… quite expensive!
Over the years, Audi has tweaked and updated the e-tron GT further. The battery has now grown to 97 kWh usable capacity with improved chemistry and charging tech that supports up to 320 kW DC charging. There are also now three core models in the range — the standard e-tron GT quattro, S e-tron GT, and flagship RS e-tron GT Performance,
Its key rivals now include the Porsche Taycan, of course, while other luxury electric alternatives include the Lotus Emeya, BMW i5, Volvo ES90 and Mercedes EQE - not to mention the forthcoming Polestar 6 and Jaguar Type 00 electric GT.
Range, battery and charging
As of 2025, the Audi e-tron GT uses a 97kWh lithium-ion NMC battery (with a total capacity of 105kWh), which is a modest but meaningful increase on earlier models that had an 83.7kWh usable battery capacity.
Official WLTP range is now between 367- and 384 miles depending on which model you go for and how you spec it, but predictably it’s the lower powered Audi e-tron GT that goes furthest to a charge, while the more powerful e-tron S and RS Performance variants lose a bit of efficiency in order to deliver phenomenal performance.
Real-world range is okay given that this is a big, powerful car. You get a heat pump (for improving cold weather efficiency) as standard, and the e-tron GT also gets a clever two-speed transmission that helps to improve range when you’re on the motorway. We’d expect to see around 230- to 330 miles of real-world range depending on driving conditions, or expect that range to drop to 200 miles or less if you’re really keen on using the full extent of the Audi’s performance potential. Can I recommend a race track if that’s really your intention? You’ll need it!
Charging performance on the Audi e-tron GT has improved over the years, too, and it can now charge at up to 320 kW. This means that you can get a 10–80 % top-up in around 18 minutes if you’re lucky to be in ideal conditions and you’re plugged into a powerful enough charger.
Conveniently, the e-tron GT also gets two charging sockets – one on each front wing of the car. Only one of these has the CCS socket you need for rapid charging (which is compatible with nearly all public rapid chargers in the UK and Europe). But having two Type 2 sockets, which you use to plug into a home charger or slow public charger, is really useful as it means that you don’t have to trail the cable over the car if you’ve got an awkward driveway or charging spot.
I still prefer having charging sockets at the back of the car, as I nearly always prefer to reverse into parking spaces, but that’s very much a matter of opinion. You may much prefer having them on the front of the car! Wherever you favour having your charging sockets, it’s really useful that the Audi can be charged from your home charger at either side of the car. A full charge from a standard 7kW charger will take some 15 hours.
Motors, performance and handling
Let’s face it, if you’re considering an e-tron GT you’re probably a keen driver who likes a fast car – and this one won’t disappoint. Even the entry-level Audi e-tron GT quattro gets a whopping 503hp (584hp in launch control), which is good for a 0-62mph in 4.0 seconds. The mid-range S e-tron GT ups that to 592hp (680hp in launch control), for an even punchier 0-62mph of 3.4 seconds. At the top of the range is the RS e-tron GT and RS e-tron GT Performance which get up to 857hp and 925hp respectively, for a 0-62mph time of 2.8- or 2.5 seconds. Which is all a bit mad, when you think about it, isn’t it?!
In practice, even the standard and S models deliver performance figures that would have been unthinkable in mainstream cars a decade ago, but it’s all very manageable and you can really enjoy driving the GT in any normal conditions. The accelerator’s easy to modulate, and the brake regen is nice and smooth and offers an adaptive setting or three levels of fixed regen via the paddles on the steering wheel. It’s a shame there’s no one-pedal mode, though.
Air suspension is standard on every e-tron GT, which does a great job of preventing any heavy body movement in fast corners but also delivers a tidy ride comfort over bad surfaces. It all just flows really nicely in the S e-tron GT that I’ve spent most time in, and it’s hard not to feel like you’ve won at life given the GT’s blend of sumptuousness and savagery.
Handling is confidence-inspiring rather than razor-sharp. A Porsche Taycan feels keener in tight corners and is generally more tactile and engaging, while the Audi feels heavier but is also a more relaxed tourer. It’s still confident and fun on a good road, though. And I even had a go in the range-topping RS e-tron GT Performance around the race track at Goodwood, which was pretty extraordinary. For such a brutally fast, heavy, four-wheel drive car, you’d think this would feel rabid in a straight line but a bit hampered in corners. Actually, the four-wheel steer, trick torque active torque distribution and sports-focussed air suspension help to make it feel really playful. Brutal? Yes, but in fast driving this sportiest of the e-tron GT models is lively and engaging. It is a ‘proper’ RS car, which is every bit as fun as rivals like the BMW i5 M60 and Merc EQE 63 AMG.
You can’t get the Audi e-tron GT with rear-wheel drive; it’s only available with Audi’s active ‘quattro’ all-wheel drive system.
Overall, the e-tron GT is just gorgeous to drive and spend time with. If you can stretch to it, the Audi is a world class luxury tourer.
Interior, design/styling and technology
Audi is well known for its high quality interiors, and the e-tron GT is no exception. The cabin feels properly premium, even if I’d say that the Porsche Taycan edges it for outright interior design and finesse.
You can’t miss that you’re in a sports-oriented car when you get into the e-tron GT, either. The seat is really low and you feel like you drop into the car rather than sliding in, so this may not be the car for you if you’re short on dexterity. Even so, it’s a broadly adjustable driving position that’s really easy to get comfortable in and leaves you feeling fresh after a long journey – especially if you’ve got the optional upgraded massage seats.
The 12-inch digital driver display and 10-inch infotainment touchscreen dominate the dash, but Audi wisely chose to keep ‘proper’ physical climate control buttons, which I always prefer over having to stab the screen or rely on voice control to change the cabin temperature. The infotainment system is pretty easy to use with good screen responses and menus that don’t take too long to familiarise yourself with. Both wireless Apple CarPlay and Android Auto are standard, of course, as is built-in nav with charger search function. Over-the-air software updates should also keep the system working well over the years.
You do have to pay quite a lot extra to get a head-up display and full ambient lighting system, though. And you have to spend even more to add the panoramic roof, four-wheel steer and a Bang and Olufsen sound system. But if you’re in the market for a six-figure lucury EV like the e-tron GT, spending £10,000 on adding all of this stuff may not seem unreasonable – and it will certainly make it even lovelier to live with.
Practicality and boot space
For a large, low-slung GT, the Audi offers respectable but not class-leading practicality. Boot space is 350–405 litres depending on trim and equipment, with an additional 81-litre frunk that’s useful for stowing charging cables or smaller bags. It’s a shame that you can’t have an estate or shooting brake version of the e-tron GT, as you can have with the Porsche Taycan in its Cross Turismo and Sports Turismo models. Having the smaller saloon opening does compromise the e-tron GT’s usability more than the sheer boot space that it offers in the deep load space.
Rear seats are best suited to occasional use or children. You will get adults back there, and the standard panoramic roof makes it light and airy, but the roofline cuts into headroom so lanky teens or adults will feel a bit hemmed in.
If you’re comparing against larger EV saloons or premium SUVs, the e-tron GT’s practical limitations become clearer — but that’s the trade-off for its sleek design and sporting character. And for not driving an SUV, I suppose! It’s a shame that you can’t have an estate or shooting brake version of the e-tron GT, as you can have with the Porsche Taycan in its Cross Turismo and Sports Turismo models, which get a hatchback boot that’s much more useful if you’ve got bigger items to carry.
Running costs and pricing
You don’t need me to tell you that the Audi e-tron GT remains firmly in the premium bracket. UK pricing starts at just under £90,000 for the e-tron GT quattro, and stretches up towards £110,000 for the S e-tron GT. Top-spec RS models are around £130- to £144,000, which is seriously pricey but is still competitive with any rival that offers comparable performance, equipment and luxury standing. We’d still suggest you stick to the standard e-tron GT or S e-tron GT, which are still supremely lovely to drive and yet are much better value for what you’re getting. The extra pace and handling performance of the RS models is hugely impressive, but it’s very hard to justify that price.
The battery is covered for eight years and 100,000 miles, while the car itself is covered for three years and 60,000 miles.
Depreciation on the Audi e-tron GT is really steep, and you’ll lose tens of thousands in the first few years even if you don’t do a lot of mileage. Lease and PCP finance deals are also expensive – albeit no worse than on other luxury GTs of this standing – so be prepared to pay handsomely for the privilege of owning the e-tron GT. It’ll still be much cheaper to fuel than a comparable petrol car, though, and if it’s bought or leased through a company then any electric car can bring significant tax benefits, so it still stacks up well next to ICE alternatives in that regard.
Verdict
I don’t think you need me to confirm here that I really like the Audi e-tron GT. It’s just a lovely car, with a very compelling balance of luxury, long-range ability and performance thrills. But even with this sort of ‘want one’ factor, the big Audi is a tricky one to justify when there are very lovely premium SUVs – even with similar performance – available for a lot less. Even Audi’s own A6 e-tron is a tempting alternative to the e-tron GT, given its lower pricing and better practicality.
Still, the e-tron GT is a fantastic halo car. You have to really want one to justify the cost, but then you can say that about almost every luxury car, can’t you? If you’ve got the means and you want one of the best luxury GTs on the market, the Audi should be on your shortlist.
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