2025 Audi e-tron GT review

Just like his suit, Iron Man’s car eventually needs upgrades.

Pictured: RS e-tron GT performance

The achingly beautiful Audi e-tron GT could perhaps lay claim to the title of most attractive electric vehicle (EV), even more so than its Porsche Taycan sibling.

While its underpinnings and componentry are shared with its in-house rival from Stuttgart, Audi’s take on the electric performance GT is far more restrained and classic. You’d perhaps mistake it for a combustion-powered vehicle if you didn’t know what it was at first glance.

It was already potent in its original form, namely the RS e-tron GT flagship with its mammoth 430kW/830Nm dual-motor drivetrain that makes it good for a 3.3-second blast from 0-100km/h and a top whack of 250km/h. Now, it’s even meaner.

Sitting atop the subtly revised range is a new flagship RS e-tron GT performance, which is hypercar-quick. Now boasting 680kW/1027Nm when using launch control, the Audi EV will scoot to triple figures in just 2.5 seconds – yep, you read that right, it’s as quick as a Bugatti Veyron.

In fact, even the new ‘base’ S e-tron GT has more performance than the old RS flagship for significantly less money. But Audi’s new flagship electric GT cannot be considered ‘cheap’. The price of entry has risen by nearly $30,000, and the RS performance hero eclipses $300,000.

Does the second iteration of Audi’s handsome electric performance flagship deserve your attention at this end of the market? Or are you better off visiting a Porsche showroom? We joined the Australian media launch in Queensland to find out.

How much does the Audi e-tron GT cost?

The price of entry to the e-tron GT family has risen by nearly $30,000, though this has been offset by substantial increases to performance and standard equipment – the S e-tron GT is more powerful than the old RS e-tron GT, for example.

Worth noting is the discrepancy in pricing versus the equivalent Taycan, which was already a selling point for the Audi before this update.

For example, the RS e-tron GT performance is equivalent to the 640kW/1100Nm Taycan Turbo S, though the Porsche in that trim starts from $376,600 before on-road costs and options.

At the lower end of the range, S e-tron GT money will get you into a Taycan 4S (from $215,700) with similar performance, but requires quite a few option boxes ticked to match the Audi’s standard specification.

Other rivals include the less sexy BMW i5 M60 xDrive (from $215,900) though that’s still slower than even the base S e-tron GT, and it’s a similar story for the Mercedes-AMG EQE53 (from $217,000).

To see how the Audi e-tron GT lines up against the competition, check out our comparison tool

What is the Audi e-tron GT like on the inside?

Like the exterior, the changes inside the cabin of the e-tron GT are rather subtle.

Above: RS e-tron GT performance

The general architecture and layout is pretty much the same, with some detail and software changes to bring Audi’s flagship EV GT into line with other updated models in the range – think Q7 and Q8, for example.

A new steering wheel sits ahead of the driver, which brings fingerprint-prone piano black haptic keys for the multifunction shortcuts. While I’ve long lamented these kinds of buttons in other Volkswagen W Group vehicles, the Audi ones are arguably the best of a fiddly breed.

The clicky feedback is reminiscent of the brand’s tactile physical switchgear, and their layout and placement doesn’t elicit many mis-presses like we’ve experienced in, say, the Mk8 Volkswagen Golf.

You’ll also notice the flat top and bottom of the new tiller, which is trimmed in either lovely leather or Dinamica suede depending on the variant and option pack chosen. RS variants also boast RS and Boost satellite buttons, which we’ll get to in a little bit.

Above: RS e-tron GT

Up front, all e-tron GT models are fitted with 19-way electrically adjustable front seats upholstered in fine Nappa leather. Lovely. Drivers are also treated to a memory function, which works a treat if you’re sharing your GT with a spouse or another regular driver.

Despite its future-facing drivetrain, the rest of the cabin is very conventional and typical Audi. The in-car displays are nicely integrated into the dashboard like you’d expect in a normal car, and there are lovely stitching, upholstery and trim accent details that are befitting of such an expensive vehicle.

In the RS e-tron GT performance you can also opt for the eye-catching ‘matte carbon camouflage’ trim that has a chopped marble-like effect. It’s an acquired taste given the majority of other journos at the launch didn’t like it, but paired with the right colour and trim specification I think it’s quite cool.

While it’s all very classic and functional in here, storage could be better and no doubt there will be people who’ll argue the e-tron GT’s cabin is too plain for a vehicle at this price and performance level. Compared with the Taycan, it doesn’t do a whole lot to ‘wow’ you, instead leaning more towards making you feel comfortable and familiarised from your first sit.

It’s a similar story for the MMI touch and virtual cockpit displays, which at 10.1 and 12.3-inches apiece might be on the smaller side of what’s expected in the upper luxury car segments, particularly for EVs.

Still, I’d argue the simplicity and user-friendliness of Audi’s in-car tech is more desirable than convoluted menu structures, distracting animations and confusing interfaces. But each to their own.

The ‘virtual cockpit’ digital instrument cluster offers both Audi’s new-gen central dial layout as seen in the Q4 and Q6 e-tron, as well as the classic power meter and speedometer dials which is my personal pick. If you opt for the RS performance variant, you also get the option of white-backed dials that are unique to performance-badged Audi RS models.

Meanwhile, the touchscreen is classic MMI touch with a flat menu structure and a simple tiled interface, bolstered by snappy response times, crisp graphics and plenty of functionality. Wireless Apple CarPlay and Android Auto feature and work well in our experience, while the native online navigation and connected services are also on hand in case you prefer Audi’s inbuilt software rather than Apple’s or Google’s.

Additionally, the updated MMI system features a new homescreen with widgets, and access to apps like YouTube via the app store should you want them. As you’d expect, any apps with video playback functionality require the vehicle to be stopped and in Park.

We didn’t spend much time in the rear of the e-tron GT during this launch, but it’s pretty much the same as before. Two decent-sized adults should fit fine, but the sloping roofline means those taller than six feet/183cm may be brushing against the headliner or indeed the panoramic glass sunroof (optional on the S).

Speaking of, Audi has added the Taycan’s switchable transparency function, which has started to filter across to a few of the company’s latest models lately. In lieu of a conventional shade, the e-tron GT’s panoramic glass roof features a liquid crystal layer sandwiched between two glass panels that can be turned clear or opaque using electricity.

That may all sound a little naff to you, but it removes the need for a conventional sun shade, which opens up more headroom while in theory offering similar insulation from heat and UV rays.

Further back there’s a smallish 350-litre boot, which is decent but not conventional sedan ‘good’. Further, there’s no spare wheel of any kind, rather a tyre repair kit. Worth noting is the split rear backrests, which allow you to stow longer items through the boot by folding any of the three rear seatbacks down individually.

*Global specifications quoted

To see how the Audi e-tron GT lines up against the competition, check out our comparison tool

What’s under the bonnet?

The 2025 Audi e-tron GT range is split across three distinct powertrain variants, starting with the new S e-tron GT.

*With launch control

In addition to the S, RS and RS performance grades, Audi offers a ‘standard’ 430kW e-tron GT quattro overseas. However, this entry-level variant hasn’t been confirmed for the Australian market.

Audi has increased battery cell density by 13 per cent while reducing battery weight by 9kg (to 625kg), allowing all versions of the e-tron GT to quote over 500km of driving range on the stricter WLTP test cycle.

Energy recuperation via braking has also been upped by 110kW to 400kW, and DC fast-charging time has been reduced by 20 per cent. This is thanks to an increased DC charging capacity (320kW versus 270kW), broader charging curve and improved thermal management.

Further, the Audi e-tron GT is compatible with ‘plug & charge’ technology which is prevalent in Europe and emerging in countries like Australia. It effectively allows owners to load payment details into their vehicle’s infotainment system and then simply plug in and charge at compatible stations – no more fiddling about with apps or passkeys.

To see how the Audi e-tron GT lines up against the competition, check out our comparison tool

How does the Audi e-tron GT drive?

We spent most of our time on the launch drive behind the wheel of an RS e-tron GT fitted with optional electro-hydraulic ‘active suspension’ – a $15,900(!) option for this variant.

Having just stepped out of the taller, combustion-engined RSQ8 performance SUV prior to sliding into the low-slung e-tron GT, this electric sedan almost feels like it’s scraping your bum on the ground by comparison.

Then there are the numbers: up to 630kW and 865Nm, with a claimed 2.8-second 0-100km/h dash. That’s madness in anyone’s books, even in 2025.

But, while the figures on paper are daunting, the RS e-tron GT is quite approachable and usable in everyday driving. Audi has done well to make each driving mode quite distinct in character, and it has really finetuned the throttle pedal mapping so it has plenty of feel and won’t shoot you forward off the line and into the vehicle in front, for example.

Response in normal driving is effortless, progressive and pretty linear. In some high-powered EV rivals, the initial response is made too doughy in an effort to avoid sudden mis-acceleration, but not here.

Our drive route started in the Queensland town of Kilcoy, taking a windy and hilly scenic route to Spicers Clovelly Estate just out of Montville. We got a good mix of high-speed B-roads mixed in with some highway and more undulating routes as well.

Now, I mentioned the ‘BOOST’ button earlier, and it’s basically Audi’s take on Porsche’s ‘Push to Pass’ function. Hit it and the RS e-tron GT (and the RS performance) will give you 10 seconds of max attack – equating to around 70kW extra.

Australia’s national highway speed limit comes up in the blink of an eye if you really send it, but if you’re already rolling and hit the Boost button even at 80-100km/h, the way it snaps you back in your seat is unlike just about anything else I’ve experienced other than, of course, a Porsche Taycan.

I knocked the sunglasses off my co-driver trialling it the first time, and if you’re ever in need of a quick overtake on a country highway this will feel like warp speed in a Star Wars film. Most EVs typically have noticeable taper-off in acceleration as speeds climb, but I reckon you’d probably need to hit 200km/h to feel any of that here.

Perhaps my only gripe with the driving experience is the steering feel, which is a common complaint with sporty Audis. The feel is still too light and assisted even in the vehicle’s most dynamic setting, which puts a filtered layer between the driver and the front wheels – even if the response is very quick and accurate .

This brings me to that active suspension, which really feels like witchcraft if you ask me.

Optional on the RS and standard on the RS performance, the wheel-selective suspension tech uses electro-hydraulic actuators to effectively do everything in its power to keep the body dead flat regardless of whether you’re doing a hard standing-start launch or tackling tight bends.

I haven’t sampled the new Taycan with this suspension, so it was a revelation for me in the Audi. The vehicle genuinely stays flat in all of those aforementioned scenarios, which perhaps amplifies the feeling of immediacy in how the vehicle responds both in a straight line as well as when cornering.

However, would I say it’s worth the extra $15,900 spend on the RS? Not so sure, but I also didn’t drive the new RS e-tron GT on the standard adaptive air suspension. That said, my experience with the pre-update model tells me it’ll be fine unless you’re a really keen driver or intend to take it to a racetrack – and in the latter case I’d be opting for the performance.

On the transit leg back to the airport I had the opportunity to test the RS e-tron GT’s driver assistance systems, on the notorious Bruce Highway back to Brisbane Airport.

Audi’s adaptive cruise assist combines lane centring and adaptive cruise functions to offer semi-autonomous highway assistance and, just as it has done for me in other models from the German brand, it worked just about flawlessly here too.

Blind-spot monitoring and rear cross-traffic alert are on hand when trying to make a quick gap in traffic or reversing out of a blind parking space, which is helpful given the sloping rear roofline and pillar arrangement.

Further, the HD Matrix LED headlights with Audi laser light came in super handy during our drive to the accommodation the night prior, with excellent illumination and intuitive adaptive high-beam giving you one of the widest fields of view I’ve experienced in a vehicle.

My final note is on energy consumption. While Audi Australia hadn’t quoted an official figure at the time of writing, I managed a very impressive 12.6kWh/100km on my return leg to Brisbane, largely thanks to a lengthy descent towards the Bruce Highway, then a long stint at 110km/h on the aforementioned M1 motorway.

To see how the Audi e-tron GT lines up against the competition, check out our comparison tool

What do you get?

There are three members of the e-tron GT lineup.

2025 Audi S e-tron GT equipment highlights:

• 20-inch alloy wheels
• Adaptive air suspension
• e-quattro sport differential
• All-wheel steering
• HD Matrix LED headlights incl. Audi laser light
• Metallic paint
• Black exterior styling package
• Panoramic fixed glass roof
• Privacy glass
• 12.3-inch Audi virtual cockpit plus
• 10.1-inch MMI navigation plaus
• Bang & Olufsen 3D sound system
• Audi connect plus – online services
• Audi smartphone interface
  • Wireless Apple CarPlay
  • Wireless Android Auto
• DAB radio
• Audi phone box light – wireless phone charger
• Sport pro front seats – integrated headrests
• Fine Nappa leather upholstery
• Honeycomb stitching
• 19-way electric front seats
• Driver memory function
• Fine Nappa interior package
• 3-zone climate control
  • incl. comfort stationary remote AC
• Heated, ventilated front seats
• Colour ambient interior lighting
• 3-spoke sport perforated steering wheel
• Head-up display

RS e-tron GT adds:

• 21-inch alloy wheels
  • 5-spoke concave module design
• Panoramic glass roof incl. switchable transparency
• Performance brakes – tungsten carbide coating
• RS specific exterior electric sound
• 3-spoke sport leather steering wheel
  • adds heating
  • adds satellite buttons – RS and BOOST
• Inlays in matte carbon twill
• Headlining in Dinamica microfibre
• Panoramic glass roof with switchable transparency
• Front seat massage function
• RS-specific Audi virtual cockpit

RS e-tron GT performance adds:

• 21-inch alloy wheels
  • 6-double-spoke RS design
• Active suspension
• RS performance-specific exterior electric sound
• Additional performance mode for Audi drive select

To see how the Audi e-tron GT lines up against the competition, check out our comparison tool

Options

A range of options and packages are available depending on variant.

Sensory package – S e-tron GT: $6000

• Air quality package incl. ioniser
• Heated outboard rear seats
• Massage function – front seats
• Dinamica microfibre headliner

Design package – S e-tron GT: $3800

• Fine Nappa leather extended upholstery
  • Upper dashboard
  • Door armrests
  • Centre console
  • Stitching in express red or grey
• Door trim inserts in black Dinamica
• Seat stitching in express red or grey

Gloss carbon exterior styling package – RS e-tron GT: $6000

• Gloss carbon exterior highlights
  • Front side air intakes
  • Side sill trim
  • Rear diffuser insert
• Carbon roof – removes fixed glass roof
• Carbon exterior mirror caps
• Door sill trim inserts with carbon gloss inlay

RS design package – RS e-tron GT: $4500

• Steering wheel in Alcantara with stitching in express red or grey
• Fine Nappa leather extended upholstery
  • Upper dashboard
  • Door armrests
  • Centre console
  • Stitching in expres red or grey
• Dinamica interior accents
  • Centre console surround
  • Door inserts
  • Upper instrument cowl
• Seat belts in red or grey
• Floor mats in black
  • incl. contrast stitching in express red or grey

Matte carbon camouflage exterior styling package – RS e-tron GT performance: $10,000

• Matte carbon camouflage exterior accents
  • Front side air intakes
  • Side sill trim
  • Rear diffuser
• Carbon roof in dark matte
• Matte carbon camouflage exterior mirror caps
• Door sill trim inserts with matte carbon inlay

RS performance design package – RS e-tron GT performance: $4500

• Steering wheel in Alcantara with serpentine green stitching
• Fina Nappa leather extended upholstery
  • Upper dashboard
  • Door armrests
  • Centre console
  • Stitching in express red or grey
• Dinamica interior accents
  • Centre console surround
  • Door inserts
• Seat belts in serpentine green
• Floor mats in black
  • incl. contrast stitching in express red or grey

Single-item options include:

• Active suspension: $15,900 – RS
• Ceramic brakes: $13,000 – RS, RS performance
• Ascari blue metallic: $1800
• Nimbus grey pearl effect: $1800
• Audi exclusive individual paint: $12,000
• Panoramic glass roof with switchable transparency: $7000 – S
• Rear seat heating : $900 – RS, RS performance
• Headliner in Dinamica microfibre: $4700 – RS
• Air quality package: $1000 – RS, RS performance

Is the Audi e-tron GT safe?

The Audi e-tron GT hasn’t been crash-tested by ANCAP or Euro NCAP, and is therefore unrated.

Standard safety features include:

• Adaptive cruise assist
  • Adaptive cruise control incl. stop/go
  • Adaptive lane assist – centring
  • Traffic jam assist
• 360-degree cameras incl. kerb view
• Park assist plus
• Audi pre-sense front, rear
  • incl. AEB forward, reverse
  • Collision avoidance assist
  • Turn assist
  • Intersection assist
• Audi active lane assist
• Audi side assist
  • Blind-spot monitoring
  • Rear cross-traffic assist
  • Exit warning
• Tyre pressure monitoring

To see how the Audi e-tron GT lines up against the competition, check out our comparison tool

How much does the Audi e-tron GT cost to run?

The e-tron GT range is covered by Audi Australia’s five-year, unlimited-kilometre warranty; along with six years of complimentary servicing.

Audi e-tron GT buyers also get a one-year unlimited subscription to the Chargefox public charging network – of which Audi Australia is a founding partner.

While the one-year public charging subscription is quite a bit shorter than previously, the brand’s local division is also spruiking its home charger installation service with partner JetCharge.

This allows customers to have quotation and installation all organised digitally ahead of delivery, and there are regular discounts and promotions advertised via the brand’s dealer network.

To see how the Audi e-tron GT lines up against the competition, check out our comparison tool

CarExpert’s Take on the Audi e-tron GT

The old e-tron GT was already a wonderful thing, and this updated version is rather excellent.

Whether you believe in electric sports cars or not, the new Audi e-tron GT is a beautifully designed and crafted executive express that doesn’t sacrifice familiarity and usability by implementing a high-performance EV drivetrain.

If you’re like me and appreciate restrained and understated elegance as well as relative value, the e-tron GT makes the Porsche Taycan seem flashy and expensive given they share their DNA and offer similar specs across the board.

If you’re going to simply be daily driving the e-tron GT to and from the office, you may not be left wanting for the Taycan’s more feelsome and communicative steering.

And if you’re going to use it this way, I’d be inclined to recommend just the entry-level S with a few key options, which will offer more than enough go for most but also more ‘cool’ factor than a BMW i5 M60 or AMG EQE53.

But it’s not all rainbows and unicorns. The price rises can’t be ignored irrespective of the performance upgrades, and ticking options can quickly add up depending on your desired spec.

Still, you’ll get a lot more for your money with the e-tron GT compared to an equivalent Taycan, even if the Porsche feels more connected via the tiller. And, both the Audi and Porsche have more performance than you can ever really use in strictly-policed Australia, even at base level.

The updated Audi e-tron GT range remains a shining examples of how legacy manufacturers can leverage their decades of experience to make great EVs for keen drivers, and this new model addresses key complaints of the old one including driving range, which is important given this is a ‘Grand Tourer’.

My pick? The S e-tron GT with the Sensory and Design packages plus the panoramic roof makes a lovely luxury sports sedan. And if you have the cash why not splash on an Audi exclusive exterior paint colour?

Interested in buying an Audi e-tron GT? Let CarExpert find you the best deal here

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MORE: Explore the Audi e-tron GT showroom