Parkers overall rating: 4.5 out of 5 4.5
  • Two versions, both very fast
  • More power on overboost
  • Sporty synthesised noise

There are two versions of the E-Tron GT – the standard Quattro and the faster RS E-Tron GT. The latter is the most powerful car Audi Sport has ever made, eclipsing things like the R8, RS 6 and S8.

Power and torque
0-62mph time
e-tron GT Quattro 476hp/530hp*, 630Nm 4.1secs 295-miles
RS e-tron GT 530hp/646hp*, 830Nm 3.3secs 280-miles
* Overboost figure

That’s quite a claim and in the real world neither model feels slow – although the higher output of the RS is delivered only for 2.5 seconds at a time and during a launch control start. Under normal running conditions the 476/530hp these cars produce makes them a much closer match.

More relevant really is how close this performance is to the Porsche Taycan, with which the E-Tron GT shares its backbone, 93kWh battery and motors. Despite this, the Audi manages to stand apart with a character all of its own.

Partly that’s down to its ‘GT’ positioning, an adjective often used to describe big coupes that neither handle like a sports car nor ride like a limo. Electric power seems to suit this class of car, however, thanks to an effortless power delivery that fires you towards the horizon yet never seems rushed.

It also make a different noise to the Porsche, although not enough to make us recommend one over the other. That’s down to  a pair of amplifiers in the boot that pipe noise into a speaker inside and outside the car, that are standard in the RS e-tron and available as an option for the E-Tron GT Quattro.

Don’t expect a synthesised burbling V8, but the additional bassy grumble is a bit more evocative than the normal distanced whine you get from most electric cars.

Both models are capable of nearly 300 miles to a charge (although not if you make repeated use of the searing launch control mode, activated simply by selecting the Dynamic drive mode and standing on both pedals) and thanks to 270kW charging can be filled up quickly too. We’ve gone over this in more detail in the Running Costs section.

Helping claw back electrons while on the move is a powerful regenerative braking system that can reclaim 265kW – strong enough to ensure you won’t actually use the mechanical calipers and discs in most normal driving situations.

Generally speaking when you lift your foot off the accelerator the e-tron ‘sails’ down the road with no resistance (unless you’re in Dynamic mode, which simulates engine braking) although manual recuperative braking can be increased by pulling the left paddle on the steering wheel.


  • Big, heavy car, yet quite agile
  • Weight is carried low down
  • Air suspension very impressive

As mentioned above, the GT name can sometimes hint at a car too heavy on one hand and firm on the other, resulting in a slightly confusing car to drive quickly. This is not the case in the E-Tron GT.

Like all electric cars it carries a significant proportion of its bulk low down and between the axles. This gives it a low centre of gravity and even weight distribution, which before you consider anything else, is a great start for the handling department.

Suspending the bodywork as standard is a normal set of springs and adaptive dampers, while Vorsprung and RS E-Tron GT cars get a more sophisticated air set up. This gives a broader spread of ride and handling settings, because it can be lowered or raised by 20mm from its normal height.

We found the standard car softer than a Taycan, so more comfortable, but at the expense of outright handling. That meant more body roll and brake dive, plus some sideways sway in faster corners.

The RS model felt tauter but still more relaxed than its Porsche equivalent, and managed to balance agility and comfort in a way that neatly treads that GT line – fun to drive when you want it to be but comfortable and quiet on the motorway.

It is quite a heavy car which ever way you cut it though, and while there isn’t as much of a sense of that weight as you might expect, you do feel how hard the tyres are having to work when cornering quickly. Helping disguise that bulk in Vorsprung and RS models is a rear-wheel steering system, which makes the car feel both more stable and responsive to quick jabs of the wheel.

The steering itself is comfortably numb (as with most modern Audis) with slow reactions at first that become quicker the more you turn the wheel. For the most part this suits the car’s long-distance nature, as it feels very settled on the motorway and responsive on country roads.