Audi S e-tron GT Review 2025

Three years ago, Audi rifled through the bag of the swot of the VW Group – Porsche – to get its hands on the latest electric car technology. The e-tron GT arrived as a thinly-disguised Porsche Taycan, which is no bad thing as, even now, it’s one of the most sophisticated electric car you can buy. Of course Audi was clever and disguised Porsche’s work so the teacher didn’t notice. It had its own look inside and out and, cheekily, was a bit cheaper too. 

2024 sees the arrival of a new, facelifted model which lands a matter of weeks after the Taycan was treated to a raft of improvements, including a bigger battery, a fresh look and more performance. Audi has also installed a new range-topping model in the form of the GT Performance which, thanks to its 912bhp output, is the powerful production model to wear the famous four-ring logo. 

As before, the range consists of two core models, the S GT and the RS GT. I tested the S version, which now starts at £108,680, a chunky £20,000 more than the original 2011 version. 

At first glance, the facelifted model appears to be almost identical to the original model. But look closer and you’ll notice some subtle differences around the headlight area. The distinctive black ‘blades’ that extend down the bumper have been re-shaped and help give the nose of the GT a neater look. And because there’s less black and more body colour on show, the front end looks more Audi-like than before.

Elsewhere, the differences are far harder to spot, and you’ll need to be a complete nerd or an Audi salesperson to appreciate that the alloy wheel design has been updated. Overall, it’s still a fabulous piece of design that, to my eyes, is more pleasing to the eye than the Taycan.  

Audi has also kept the interior the same as before, but added new materials that rely more heavily on recycled and re-used materials. Which, of course, is a good thing. The driving position is snug and surprisingly accommodating for those with long legs. There’s stacks of adjustment on both the seat and the steering column and if you choose the Vorsprung trim level, you also get a lovely massage function. 

The most important parts of the facelifted model are the bits you can’t see. The battery has gone up in size from 93kWh to 97kWh and features revised chemistry to improve both charging and power delivery. Rapid DC charging now peaks at an incredible 320kW if you can find a 350kW charger and ensure that the pack is perfectly preconditioned on arrival. The latter is pretty easy to do (just select a charger as your destination and the pack will be pre-heated) and means that top-up times are remarkably short.

Range has also gone up with the S model now offering between 356-375 miles on the WLTP cycle. Those figures are a significant improvement on the sub 300 miles total offered by the original model. 

Power has also been raised significantly, with the S model now generating 584bhp in normal driving and 671bhp when launch control is activated. The latter figure is higher than the original range-topping RS model could muster, and gives the S some seriously impressive performance figures. 0-62mph can be dispatched in just 3.4 seconds with launch control while mid-range flexibility is remarkable. Thanks to a torque output of 740Nm, it only takes the smallest flex of your right ankle to send the e-tron GT scurrying towards the horizon. 

To help keep everything under control, Audi has tweaked the suspension. All models in the range benefit from a new two-chamber, two-valve air suspension set-up, with the higher spec Vorsprung models getting an even fancier active system. Drivers can choose from three ride heights, plus an ‘easy access’ mode that raises the car by 77mm to make it easier to get in and out of. 

On the road, the e-tron GT delivers a smooth, refined and blisteringly quick drive. The ride quality is firm but never crashy and despite its size and considerable weight, it happily darts through corners and changes direction with ease. 

The steering has a great weighting to it and allows you to thread a precise line through twisting sections of road. You really feel part of the action, which is more than can be said for other high performance electric cars. There are five main driving modes, Efficiency, Comfort, Dynamic, Auto and Individual. Auto does a decent job of working out what kind of road you’re on, and Individual is a useful tool for fine-tuning the car’s reactions and behaviour. I wasn’t a huge fan of the fake engine note in Dynamic mode, so I curated my own settings in Individual. 

If there’s a downside to the e-tron GT’s driving experience, I’d say it was the brake regen, or rather the lack of it. While I appreciate that many owners won’t be fussed by this, I’d like to have the option to crank up the regen to a point where one pedal driving is possible. Although the GT comes with three levels of regen, even the most powerful level is barely detectable. 

Finally, we come to price. The e-tron GT is one of those cars where if you have to ask about how much it costs, it probably isn’t the car for you. Although it’s cheaper than its Porsche Taycan sibling, the GT is still eye-wateringly expensive. With options, my test version came with a list price of more than £134,000. Even if you wanted a base spec car with no options, you’ll be looking at £108,680. When you consider that the original car was priced at just over £83,000 when it was launched, that’s some inflation over the years.

VERDICT
The e-tron GT is a remarkable piece of engineering and proof positive that an electric car can deliver the same driving thrills as an internal combustion engine car. In fact, I’d say that the instant acceleration and flexibility make it a more enjoyable and entertaining car than other similarly priced ICE alternatives. An incredible (but expensive) machine.