Audi E-Tron GT 2025 review

Rarely do facelifts supercharge a model’s credentials with meaningful, tangible upgrades quite like that of…the recent Porsche Taycan mid-life update.

And those key changes that thoroughly evolved Stuttgart’s electric figurehead into a faster, leaner, meaner and cleaner breed have now been adopted by its technical twin from Ingostadt: the Audi E-Tron GT.

New higher-density 105kW gross (97kWh usable) batteries, faster 320kW charging, more powerful 400kW recuperation, new active suspension and other cutting edge tweaks elevate 2025 E-Tron GT’s credentials to that of its critically acclaimed Porsche counterpart.

On paper, both — or either — represent the finest electric motoring any money can buy.

Where the cousins differ is in model range breadth and positioning. Taycan scales from a sub-$200K 300kW (4.8sec) single-motor RWD sedan to a whizz-bang 706kW (2.2sec!) GT Weissach summit nudging a half-mil — plus a trio of wagons — for a choice of 11 versions. For 2025 E-Tron GT, the variant count is just three.

Audi’s line-up is much more focussed: a trio of dual-motor sedans, where you pick your performance foil depending on your budget and whims.

Stats? The gambit opens at $209,900 for the new ‘S’ variant, with 500kW, 717Nm, 3.4sec 0-100km potential and a range-topping 558km claim WLTP. Audi Australia expects the S to be the least popular choice, and strangely so given its enticing price buys performance potential that comfortably out-punches the pre-facelift RS.

Next, the ‘regular RS’, upping power to 630kW (up 155kW!) with 865Nm, dropping the 0-100km/h sprint to 2.8sec claim and with a 522km range claim. At $264,900 list, it’s a $65K premium over the S.

The tree-topper is the RS Performance, at $309,900 list and a cool $100K pricier than the S, plying a dominant 680kW and 1027Nm while boasting 2.5sec 0-100km/h acceleration and 528km of range. The only version with new Active suspension standard — it’s optional on other versions — is, by Audi’s reckoning, “the most intense car we have ever built!”

(Note: power figures quoted in ‘overboost’ mode, an extra 75kW accessible via a wheel mounted button for ten seconds or via launch control.)

It’s the big hitter that introduces local media to the revised trio at the E-Tron GT’s Australian launch, by way of an acceleration demonstration on the mains straight of Queensland’s Lakeside Raceway.

Result? Uphill and with a stiff headwind, the RS Performance’s on-board telemetry spits out 2.8sec indicated — two-tenths slower than Chasing Cars’ 2.59sec best-ever 0-100km/h, in the Taycan Turbo S, if evidently with more potential available in fairer running conditions.

Still…it’ll smear the skin from your face. And you’ll need to pin your noggin to the headrest to reduce the risk of whiplash. It’s stunning, warp-speed acceleration, with a manic sense of energy uncorked underfoot. And it’s tough to sense any tangible downgrade by the seat of your (butt-clenching) pants in the drop from 2.6sec to 2.8sec.

A long road loop in the Queensland hinterland west of the Sunshine Coast quickly exposes the regular RS as a finer grand tourer — hence its GT namesake — as its most excellent predecessor is. The underpinning marvel of the E-Tron GT (and its Taycan cousin) is that it can pack such potency and yet remain polished, comfy, easy-to-drive machine off the showroom floor.

It feels like an Audi, something its maker claims is the result of considerable effort in final polish and calibration by its engineers, and indeed parroted by Porsche about that marque’s own Taycan.

Like the pre-facelift, the E-Tron GT has a slightly rounder edge and is a little more ‘casual’ in demeanour to the fractionally more direct and hard-wired Stuttgart machinery. It’s in shades of character, though it is noticeable.

This sort of pliancy to the RS E-tron GT makes it incredibly progressive in throttle response and also in steering, though the electric wunderkind responds to inputs with wonderful linearity and a keen immediacy. It’s very easy to settle into this fluid and cooperative car, especially tooling around town at lower speeds.

Still, its 590Nm of (two-speed) rear-axle thrust is surly and instant, with the (single-speed) 305Nm of front axle torque only — and rarely — on demand when needed. The RS simply bolts, and hard, from any speed at a flex of the right foot, even in Comfort mode. Dynamic, with its more light switch-like response, is overkill in public.

A little less natural in the regeneration. Oh, it’s good: upping regen power from pre-facelift 290kW to 400kW for strong recuperation, with paddleshift adjustment that, unlike so many EVs, can be used wonderfully for downshift braking adjustment into corners. It’s just that it’s paired — like Taycan — with a spooky feeling sailing mode.

Put simply, the E-Tron GT shuts down motors and freewheels most of the time off throttle. Which is, when combined with efficient regen, why such a potent and hefty (circa 2.4-tonne) GT can return circa 17kWh/100km consumption indicated (with 19.9kWh to 21.3kWh/100km combined claims depending on variant). So simple, very effective.

So the E-Tron GT’s inertia propels it ‘in neutral’ much of the time on the highway, and feels it, too. But when the forward sensors pick up a closing vehicle ahead, it activates regen to equalise the closing speed. In effect, the Audi sometimes feels to have a mind of its own.

But the dividend, in touring terms, is quite remarkable once you add the pumped up recharging system that, Audi says, is capable of 10-80 percent recharging in just 18 minutes when fully harnessing its newfound 320kW DC charging capability.

Even the shortest-range regular GT — again, 522kms on paper — could feasibly do the Sydney to Melbourne run with one 25- to 30-minute stop around Gundagai…if the suitable charging infrastructure was in place.

In its, erm, least agitated highway cruising state, the four-door is downright serene, save for some slap across expansion joints that’s somewhat expected from its bespoke 265mm front and 305mm rear Bridgestone Pontenza Sports. The ride is impressively supple and compliant, even on the carryover height adaptive air suspension…

Sadly, we couldn’t sample the new, “less complicated” Active suspension, which uses independent hydraulic pumps, makes the car sit flatter everywhere compared with the air system, and adds $15,900 to the bottom line (outside of Performance grade, where it’s standard issue). But the air system is so good it’s hard to want for more.

Thus, dynamics are indistinguishable to the pre-facelift; that is, at anything like legal road speeds, it’s on rails in the mid-corner, guided by steering that’s delightfully even, a front end that’s pinpoint accurate, and a stance sits wonderfully flat everywhere.

The body control for its 2.4-tonne heft is akin to black magic, and it rotates through tighter hairpins with aplomb; the E-Tron GT’s four-wheel steering system — up to 2.8 degrees of counter-steer below 50km/h — subtly flexing the chassis’ handling chops.

Stopping power? It’s a 410mm/365mm corrosion-free carbide discs, with ten-pot front calipers, for the RS versions that are progressive and cooperative at a canter and supremely powerful when pushing on. Six-pot steel anchors are fitted to the base S, while lightweight 420mm/410mm ceramics are ($13K) optional for keener punters.

For all of the Vorsprung durch Technik heroics under the skin, this so-called ‘PI’ facelift is a milder affair in exterior styling and interior changes. The ultra-low-slung cabin arrangement remains, due to the low roofline, but once you ‘fall’ into the lovely front sports seats comfort is exceptional and visibility — bar the ‘mail slot’ rear screen — is surprisingly good.

The cabin design is older-school than that in Taycan, with more physical buttons — such as the HVAC adjustment — and a busier and more conventional vibe than Porsche’s slick minimalist alternative. Not to a fault either — Audi’s sidestepped Porsche’s silly ‘active’ air vents, the blight of Taycan and gone in Macan, with good old familiar analogue convention.

The only really new feature is the wheel: novel flat-top-and-bottom design that eschews the button frenzy of the rest of the cabin for haptic touch slider control (strangely). It’s the visual anchor point for a cabin dipped in Nappa leather, Dinamica faux suede and “matt carbon twill” detailing for an effect that’s rich if pleasingly austere and classy.

Row two isn’t the last word on occupant space, though the E-Tron shares the Taycan’s novel packaging trick of offering a so-called “foot garage”: the underfloor battery doesn’t extend through to the rear footwell to allow depth of legroom for rear passengers. Smart.

Storage isn’t the E-Tron GT’s strongest suit, though there’s around 350 litres of boot space, which is ample for a couple of decent sized travel bags for what is, realistically and functionally, a four-adult grand touring proposition. If you’re after a wagon, though, you’ll need to shop at Porsche…

We conclude our first drive of the updated E-Tron GT in the base S version that, Audi Australia, is expected to be the least popular variant with buyers. But this could well be the sweetest spot of the trio.

It lacks none of the presence and on-demand real-world punch of its much pricier range mates, feels equally as rich and upmarket in the general live-in experience, yet returned a frankly remarkable 16.7kWh/100km indicated consumption after what was a couple of hours of typical, highway focused grand touring.

While the slowest of the pack, the S’s 500 overboosted kilowatts and 3.4sec 0-100km/h claim remains very serious performance business indeed. Surely, realistically, more than ample heat for a good many owners.

Still, there really are no bad choices in the E-Tron GT range, especially given that the more potent variants are equally as polished, refined and comfy as one another when driven gently.

And because of this, the E-Tron — and its Porsche Taycan techno-twins — easily remain the finest, most accomplished and well-rounded electric money can buy.