Audi e-tron GT / RS e-tron GT (J1 – Model-Year 2025)
Audi’s first electric grand-tourer shares Porsche’s 800-V J1 platform yet keeps its own character: long bonnet, fast-sweeping roof and pronounced wheel arches. For 2025 it gains optional HD-Matrix LED + laser head-lamps, a quicker MIB 3.5 infotainment suite on an 11.9-inch touchscreen, a refined 12.3-inch Digital Cockpit and a new “Predictive E-Reg” recuperation algorithm. Aluminium-steel spaceframe, adaptive three-chamber air suspension, rear-wheel steering and an electronically controlled rear diff (RS) remain.
| Variant | Motors | Output / Torque | Drive | 0-100 km/h | Net battery | WLTP range |
|---|
| e-tron GT quattro | 2 × PMS | 350 kW · 630 Nm
390 kW LC | AWD | 4.1 s | 84 kWh | 510 km |
| e-tron GT performance | 2 × PMS | 380 kW · 670 Nm
420 kW LC | AWD | 3.7 s | 84 kWh | 497 km |
| RS e-tron GT | 2 × PMS | 440 kW · 830 Nm
475 kW LC | AWD | 3.3 s | 84 kWh | 488 km |
DC 270 kW: 10→80 % in 21 min (≈ 300 km in 10 min). AC 22 kW now standard. Boots: 405 L rear + 85 L front.
PRO
| Strength | Why it matters |
|---|
| Super-coupé pace | 0-100 km/h in 3.3 s (RS) with repeatable Launch Control. |
| 800-V architecture | Ultra-fast charging and cooler battery temps than 400-V rivals. |
| Polished dynamics | Air springs, rear-steer and e-torque-vectoring mask 2.3 t of mass. |
| First-class cabin | Valcona leather or recycled Dinamica, matte carbon trim, 30-colour ambient light. |
| Library-quiet cruising | 66 dB at 130 km/h, acoustic glass standard. |
| Predictive regen up to 290 kW | Radar & nav blend coasting and braking, sparing discs. |
| Full ADAS suite | Lane-centring, stop-and-go ACC, assisted lane change, remote parking via app. |
CON
| Weakness | Typical remark |
|---|
| Hefty mass (2 320 kg) | 22-23 kWh/100 km at 130 km/h—less frugal than Tesla Model S or Mercedes EQE. |
| Limited luggage | 405 L rear plus a high sill; front trunk holds only 85 L. |
| Tight middle rear seat | Battery tunnel and low roof squeeze the fifth passenger. |
| Mild one-pedal feel | Max −0.3 g; still need brake pedal for final stop. |
| Sparse 270 kW chargers in Italy | Ionity / Enel X Hi-Power still patchy, especially south of Rome. |
| Pricey options | Laser lights, carbon roof, B&O 3D add €10 k+. |
| Residual-value question | Premium EV GT market volatile; used Taycans loom large. |
Indicative running costs
| Service | Parts | Labour | Interval |
|---|
| Cabin filter + HV check | €65 | €80 | 30 000 km / 24 mo |
| Brake fluid | €30 | €90 | 3 yr |
| HEPA cabin filters | €120 | €70 | 60 000 km |
| 285/30-21 tyres (RS) | €1 500 / set | – | 25-30 000 km |
| Battery coolant flush | – | €140 | 90 000 km |
| Insurance (RC + fully comp) | – | ≈ €1 600 / yr | – |
Home charging 11 kW: 0-100 % in 8 h, ≈ €19 at €0.22 / kWh → ~480 km.
Price list (OTR)
| Model | Power | Base price |
|---|
| e-tron GT quattro | 350 kW | €113 600 |
| e-tron GT performance | 380 kW | €124 800 |
| RS e-tron GT | 440 kW | €151 900 |
Carbon Black pack +€9 600; carbon roof +€5 500. Italian EV grants do not apply above €70 k.
Known issues & fixes
| Issue | Remedy |
|---|
| Cracked panoramic glass (early cars) | Recall 01C3: free roof replacement. |
| AC 11 kW charger overheat | OBC firmware update; unit replaced if fault persists. |
| 12-V battery failure | Stronger AGM battery from MY 24; voltage check at each service. |
| MMI reboot after OTA | 12-s hard reset + SW 2870_15 patch; head-unit swapped if needed. |
| Front-brake squeal in cold | New low-noise pads fitted under warranty. |
Verdict
The e-tron GT is Audi’s vision of an electric grand-tourer: muscular yet elegant, tailored cabin, 800-V stamina for long trips. It isn’t the most efficient or the roomiest, but balances luxury-saloon comfort with sports-coupé handling like few EVs.
Choose it if you
need genuine 300 km of motorway range after a 20-minute stop;
crave A8-level hush and materials in a four-door coupé shell;
value quattro security and a chassis tuned for occasional track laps.
Look elsewhere if you
require a bigger boot or true five-seat space (→ Mercedes EQS, Tesla Model S);
rely on incentives capped at €70 k;
insist on full one-pedal driving or benchmark efficiency (→ Hyundai Ioniq 6, BMW i4 eDrive40).
Ultimately, the e-tron GT is an “analogue” electric GT: focused on driving feel, material tactility and balanced dynamics rather than show-stopper screens. If you can access high-power chargers and want emotion with your electrons, it remains one of the most convincing EV GTs—and a last chance to savour Audi’s performance DNA in the BEV era.
Audi e-tron GT: pros, cons, costs and common fixes 
