Background
It's always been a bit of a mystery why sales of Audi's e-tron GT have only ever been a fraction of those of its almost identically-engineered development partner, the Porsche Taycan. It was to try and restore some parity in this regard that Audi substantially overhauled the e-tron GT in 2024, initially with mid-level S e-tron GT and top RS e-tron GT models. The biggest seller in the line-up, the much more affordable e-tron GT quattro, followed in mid-2025 and is the car we look at here.
The big price saving with this base model (nearly £20,000 over the S) means a big reduction in power. But otherwise you don't lose too much by choosing this entry-level variant and it offers the longest EV range figure in the line-up. Let's take a closer look.
Engines and Tech Spec
Just how much power do you need in a car of this kind? The S e-tron GT model we tried recently offers 592PS in normal use - or up to 680PS with launch control 'boost mode' engaged. For this base GT quattro, the figures are 503PS in normal use - or up to 584PS with launch control 'boost mode' engaged. We can't imagine that you'd notice that power difference very often - and indeed, the GT quattro's 0-62mph sprint time (4.0s) is just 0.6s slower than that of the S model. Either way, this car feels very fast indeed.
Apart from the price saving over the S e-tron model, another reason why you might be tempted to choose this base GT quattro model is driving range - which improves that S model's 374 mile figure to 386 miles. Both cars use the same 97kWh (usable capacity) long range battery.
As with the original e-tron GT (first launched back in 2022), all the basic engineering is shared with this car's VW Group cousin, the Porsche Taycan (which you can't really blame Audi for because it's extremely complex). The Taycan's offered in a (rarely chosen) base rear-driven form, but the e-tron GT has always standardised dual motor 'quattro' drive courtesy of motors at front and rear. Aided by an e-torque vectoring system, the traction generated by this set-up is quite astonishing; at almost any cornering speed, the thing just grips and goes. Though in this updated model, this powertrain's front motor is as before, the rear motor is now completely new, more compact and 30kg lighter. As before, in what still seems quite an innovation, that rear motor is connected to a 2-speed gearbox that uses its second gear for pulling away (though you can hear it dropping down to first in the launch phase if the 'dynamic' mode's been selected).
All of this is as in most Taycans. As before, there's only one real area of key engineering difference between the two cars - steering feel, which Ingolstadt has always developed differently, making it lighter than a Taycan and more familiar to customers graduating to this car from another Audi.
Design and Build
The only significant visual difference to set this base GT quattro model apart from the pricier S version lies with the black finish applied to its Singleframe-style air intakes (which are finished in body colour elsewhere in the range). At this e-tron GT model line's original launch earlier in this decade, Audi rather immodestly described its external design as 'a work of art'. An exaggeration perhaps, but it was certainly striking and remains so in this updated form, the long wheelbase, wide track, large wheels and low-lying silhouette providing beautifully balanced, sleek and aerodynamic proportions. And it's always refreshing to find a large luxury all-electric model that isn't an SUV - not in any of its guises; unlike with this model's Porsche Taycan close cousin, there are no crossover variants of this car. Audi claims that this updated e-tron GT is an almost completely new car, though you might struggle to believe that on initial acquaintance here because not a single exterior panel has been changed.
Once inside at the wheel, what you get remains very different to what's served up in the equivalent Porsche Taycan. As before, the front-of-cabin experience has what the brand calls a strong 'monoposto'-style driver focus - which was originally inspired by the cabin of the R8 super sports car. The upper section of the light, lean instrument panel with its pronounced three-dimensional look forms an elegant arc, and the display of the 'Audi virtual cockpit plus' instrument screen 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.
As with the outside, there aren't many changes over the original model, the main one being this redesigned steering wheel, which is now flattened at the top as well as at the bottom and gains touch-sensitive control panels on the spokes - which are much more fiddly to use than the previous proper buttons. Otherwise, the updates are really just trimming changes, like restyled treadplates and smarter wooden trims for the dashboard and centre console
In the back seat, the rear footwells might look conventional but they're actually hollowed-out sections of the floorplan - Audi calls them 'foot garages' - that allow your feet to be positioned at the same lower height as the battery pack, rather than being placed on top of it. So you sit comfortably, though not in the kind of spacious surroundings you'd enjoy in a rival Tesla Model S - or indeed in the kind of conventionally-engined boardroom-level luxury saloon that e-tron GT money would alternatively buy you. Raise the boot lid and a rather narrow opening is revealed with an impractically-covered silver-trimmed lip, through which you access a 405-litre space (which is 39-litres more than you'd get in an equivalent Taycan Sports Saloon). What you don't want to be doing is cluttering up this boot space with charging lead bags. Fortunately, you don't have to because Audi provides a useful 81-litre under-bonnet 'frunk' area.
Market and Model
Audi wants from just under £90,000 for this e-tron GT quattro, which is around £19,000 less than the mid-range S e-tron GT model. That saving means around 100PS less power but the 97kWh battery is shared by these two models. For reference, a comparable Porsche Taycan 4S cost around £96,000 at the time of this review in summer 2025. If you really want to spend more on an e-tron GT but don't need the extra power of an S, then Audi also offers the GT quattro in an uprated 'Vorsprung' level of trim, which at the time of this review cost just over £108,000.
As for spec, well the base GT quattro model gives you everything you really need, including 20-inch wheels (like the S). The brand also includes adaptive suspension, the Audi drive select driving modes system, an active rear spoiler, a power-operated boot lid with motion-activated opening, power-folding mirrors, rear privacy glass, heat-insulated glass, an acoustic-glazed windscreen, auto headlamps and wipers, keyless-go keyless entry and an anti-theft alarm. A key option is a panoramic roof with switchable transparency levels.
Inside, you get stainless steel pedals, a perforated leather steering wheel, a multi-coloured ambient lighting system, the Audi phone box wireless charging mat, a 12.3-inch Audi virtual cockpit plus instrument screen and a 3-zone deluxe automatic air conditioning which you can set remotely. Infotainment's taken care of by a 10.1-inch 'MMI Navigation Plus with MMI Touch' full-HD central screen which incorporates 3D mapping, voice control, a smartphone interface with Alexa integration, the Audi application store and three years use of Audi Connect Services. Obviously, there's loads of drive assist tech too.
Cost of Ownership
With this updated e-tron GT, charging speed via the car's advanced 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. As before, Audi usefully provides charging sockets on both sides of the car.
All e-tron GT variants are rated at a top-of-the-shop group 50P. You probably know that EVs are no longer exempt from VED road tax - and luxury models like this one get stung with the government's 'Expensive Car Supplement', which on top of the standard fee for EVs (£10 in year one and £195 from year two onwards) imposes an additional annual fee of £425 each year for five years, beginning from the second year of registration.
It's not all bad news of course. On the plus side, your company Benefit-in-Kind tax rating will be low - pitched at 3% at the time of this review - though that'll rise in coming years. And though you now have the pay the London Congestion charge in an EV, you still get free access to the city's ULEZ zone. There's obviously a much wider dealer network than this car's Porsche Taycan design stablemate can offer and you'll only need to visit your local Audi Centre every two years or every 20,000 miles for maintenance, whichever comes first.
This model continues to be covered by a three-year 60,000 mile warranty, plus Audi issues an 8-year or 100,000 warranty that guarantees battery performance (though not to 100%). This e-tron GT also has 12 years of corrosion cover and a three year paint guarantee.