Background
The earliest full-EVs from Audi tended to be of the expensive and luxurious kind. First in 2018, we had the modestly appealing e-tron big SUV. Then, the rather more desirable e-tron Sportback. Those two closely-related models were followed in 2020 by the original version of the car we look at here, the rather more appealing e-tron GT quattro, a four-door Grand Turismo sports saloon which also came in faster RS form.
The e-tron GT shared almost all of its engineering with its VW Group cousin, the Porsche Taycan; the wheelbase and motor positioning were the same. So was the 93.4kWh battery. And so was the 800V-based J1 platform that everything sat on. Like the Taycan, that Audi was somewhat hobbled in that early form by restricted EV driving range, but the engineers have been working on that and the improved e-tron GT, launched in Summer 2024, had a bigger 105 kWh battery and was lighter, rangier and more powerfiul. That's the car we look at here in its most accessible S e-tron GT form.
Driving Experience
It wasn't hard to identify the biggest issue with the original version of this car - it's relatively restricted drive range; in standard e-tron GT quattro form, it was supposed to go 298 miles on a charge, but we've never come across an owner who got anywhere near that. Well forget about that now because in place of the old 93kWh battery pack, Audi's installed a lighter, more energy-dense battery with 105kWh supposedly offering up to 375 miles in the S e-tron GT. Despite that, power's been substantially increased too - the two electric motors of the S delivering up to 680PS, enough to sprint this heavy car to 62mph in only 3.4s. You can go faster than that in pricier versions of this Audi - the RS e-tron GT has 856PS and the top RS e-tron GT performance has an astonishing 925PS - but we're not sure why you would want to.
The other key change is the adoption of a redesigned two-chamber air suspension system featuring dual-chamber springs and dual-valve dampers, said to widen the band-width between soft and sporty ride settings. With the priciest 'Vorsprung' level of trim, there's now an Active Ride version of this system, which is supposed to be able to keep the car almost horizontal during cornering (by raising the corner of the car on which the G-Forces are acting). Plus it has a 'comfort entry' feature that raises the car's ride height to 77mm when parked (55mm higher than normal).
Otherwise, things are much as before, all the basic engineering shared with this car's VW Group cousin, the Porsche Taycan (which you can't really blame Audi for because it's extremely complex). As referenced previously, there's 4WD, courtesy of motors at front and rear, the back one connected to a 2-speed gearbox that's used only for launch control and some dynamic modes. One of the few dynamic areas in which Ingolstadt could distance this car from its Porsche cousin was the steering, making it lighter than a Taycan and more familiar to customers graduating to this car from another Audi. Various drive modes adjust steering weight - and of course ride comfort too, via the adaptive damping system.
Design and Build
While the engineering changes here are substantial, the visual updates are uber-subtle. There are different front bumper treatments for the S and the RS models, with a larger 'mask' motif for the S, plus an inverse grille and triangular graphics. RS models get their own front end design with sportier, larger intakes, a different grille and I-shaped inserts finished in black or carbonfibre. Plus there's a redesigned rear diffuser insert with a vertical reflector. Redesigned wheels feature across the range, with 20-inchers for the S and 21-inch rims for the RS variants. The RS e-tron GT Performance model is set apart by extra 'chopped carbon' elements around the side skirts, rear diffuser and front grille, the kind of thing previously only seen on supercars.
In all its forms, the e-tron GT remains striking, the long wheelbase, wide track, large wheels and low-lying silhouette providing beautifully balanced, sleek and aerodynamic proportions - the drag coefficient is a slippery 0.24Cd. The dimensions are certainly those of a classic Grand Tourer, with a 4.99-metre length and 1.96-metres of width but a height of just 1.41-metres.
There are small but significant changes inside too; more sustainable materials, a new flat-bottomed steering wheel, restyled treadplates and smarter wooden trims for the dashboard and centre console. All models get 14-way-adjustable front seats and the RS e-tron's digital instrument cluster has been re-skinned with a white power gauge (a tribute apparently to the white dials in the 1994 RS 2 Avant). You can now add a polymer-dispersed liquid crystal panoramic glass roof too, which changes from opaque to clear at the touch of a button.
As before, the front-of-cabin experience has a strong 'monoposto'-style driver focus. The upper section of the light, lean instrument panel with its pronounced three-dimensional look forms an elegant arc, and the display of the standard Audi virtual cockpit plus stands freely within it. The driver and front passenger sit low in the cockpit separated by a wide centre console which houses the gear selector switch, its compact design emphasising the sense of space and providing a precise haptic control experience.
The rear seats offer sufficient space even for adults, who are able to sit lower and position their feet in what is known as a 'foot garage' thanks to a recess incorporated in the design of the battery pack running beneath the passenger compartment, which effectively compensates for the tapering roof line. Their luggage can be stowed in the rear load area, providing a volume of up to 405-litres, and in a second luggage compartment beneath the bonnet offering a further 81-litres of space.
Market and Model
You'll need to be thinking in terms of a budget of nearly £108,000 for this S e-tron GT - but that's a big saving on the two RS variants which are well into six-figure territory. That's for the standard version; the top 'Vorsprung' model is a cool £23,000 more....
Standard on the S e-tron GT is a 'Black Optics package' that includes that dark treatment for the Audi rings front and rear, as well as for the air intakes, wing mirror housings and diffuser element, plus there are L-shaped blades on the bumper and black aero channels in the diffuser. Audi has also reworked the wheel range, with new 20-inch multi-spoke rims. And introduced a fresh range of colours that features nine exterior finishes. In addition to solid Arkona White, it includes the metallic or pearl effect colours Ascari Blue, Daytona Grey, Florett Silver, Kemora Grey, Mythos Black and Progressive Red.
Inside, the sports seats have 14-way adjustment and in combination with the brand's leather-free design package, come with contrasting orange stitching. The sustainable microfiber material Dinamica and the fabric Cascade are used in the interior. Dinamica, which looks and feels like suede, is comprised of almost half recycled polyester, some of which Audi sources from fabric scraps. The seats, steering wheel, hood above the virtual cockpit, centre console, and greenhouse are 37 to 45 percent Dinamica. Reminiscent of natural fibres, the fabric Cascade is made with 15 percent salvage and 35 percent recycled polyester. In the interest of protecting the environment, it is not dyed. Cascade is used in the seats. The carpeting and floor mats are made of Econyl, a material that consists of 100 percent recycled nylon fibres from production waste, fabric and carpet scraps, or old fishing nets.
A key new option is a technically advanced panoramic glass roof which uses polymer-dispersed liquid crystal technology to turn opaque at the touch of a button.
Cost of Ownership
We mentioned the improved WLTP-rated driving range earlier - 375 miles between charges of the new 105kWh battery (only 97kWh of which is actually usable). This ought to be a little more achievable than the pre-facelift model's 77 mile lower figure too thanks to the now more powerful regenmerative braking system, which wastes less energy when decelerating. The energy available to the e-tron GT family via recouperation (regenerative braking) has also increased from 290 to 400kW. The driver can select manual or automatic recuperation via the MMI central screen, as well as controlling it in three levels using the shift paddles.
Just as significantly, charging speed via the 800V system has been dramatically increased - this Audi can now charge at up to 320kW (up from 270kW before). Should you find a DC charger capable of dispatching that much power, then you'll be able to drive 174 miles after just ten minutes of charging. Under ideal conditions, the e-tron GT family's HV battery can charge from 10 to 80 percent in only 18 minutes at a high-power charging station. At home, using a 7.4kW wallbox, you'll need 17 hours for a full charge - or 11 hours if you have an 11kW connection.
Outfitted with the brand's 'Plug&Charge' package, the car automatically authorises and activates compatible charging stations when the charging cable is plugged in. The new HV battery also features a significantly wider quick-charging window and even in low temperatures, the car reaches very high charging performance faster.
For the first time, the 'Audi virtual cockpit plus' instrument screen provides customers with comprehensive information about the current operating state of the HV battery, including battery temperature, a quick-charging forecast, and the preconditioning status. Specifically, this latest feature uses Audi-specific graphs and icons to clearly display the currently reachable charging power and the current temperature of the HV battery. The 'Audi Virtual Cockpit Plus' screen also indicates the preconditioning status when navigation to an HPC charging station is active. This allows the driver to see what charging performance to expect at a glance.